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ALLTRBO
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JAN 29, 09:42 PM
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I bought the lifters from Crane Cams. Hopefully they're as quality as they claim.
I'm waiting on the rest of the pictures from Dave, then I'll post them all up.
I'm very torn open inside right now, being ripped apart from the opposing internal forces. I have too many irons in the fire, but I want to keep them there! Have a looksee if you haven't. I just added more pics. 
http://www.fiero.nl/forum/Forum6/HTML/071622.html
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ALLTRBO
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JAN 31, 10:09 PM
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Man, you guys really don't care unless there are PICS, huh?  Okay, I'll give in... Unfortunately it took me forever to save and resize all of the pics and it's way past bedtime, and I have work tomorrow. So, I can only leave you with this for now:
Here's what came out of the engine. If you look closely you can see that the plungers aren't even touching the retaining clips, they should be because of the internal springs. This is caused by either really worn internal springs (collapsed) or lots of crud gunking them up too much to move freely. Either way, no good, and I won't use them. It's weird, Dave had taken the pushrod measurements on all cylinders and they were all consistent. Then, as mentioned, he got the pushrods and noticed his measurements were way off. This is why. Since I ordered the new lifters (should be there tomorrow), everything internally should be buttoned up soon. Hopefully his first measurements were accurate to good lifters, and they'll be the correct ones. If not, new pushrods will have to be ordered again.
This and a few other issues are putting the overall integrity of the shortblock in question, hopefully it'll run just fine, with these new parts. If not, I have a backup plan for another "throwaway" shortblock until I build my serious shortblock, in which case no TGP parts will be left. Lets hope it doesn't come to that, yet.
More pics to come, the hot-side of the turbo setup is nearly complete. Good night...
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ALLTRBO
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FEB 02, 08:07 PM
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bmwguru
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FEB 02, 09:13 PM
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These were the initial -mock up- stage of the logs. We remade the intake manifold to clear the strut towers. I think Steven will print the pic and roll around naked on top of it....Just Kidding.....it came out that good!
More pics will be emailed tomorrow. The logs, Y-pipe, wastegate, low mount alternator and intake are completed and exhaust is ready to be sent to Jet Hot. Not too shabby for 14 hours at the Haus today.
Dave------------------
1987 GT (my toy-see above), 1987 GT 3800s/c, 1986 SE with a VW VR6, certified master technician/shop owner
www.njautobahn.com
www.hausofguru.com
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mtownfiero
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FEB 02, 09:25 PM
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Nice looking setup on the mainifolds so far, Is the intake going to stay facing that way? [This message has been edited by mtownfiero (edited 02-02-2010).]
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bmwguru
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FEB 02, 09:34 PM
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| quote | Originally posted by mtownfiero:
Nice looking setup on the mainifolds so far, Is the intake going to stay facing that way?
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Yes, we turned the intake around and had to cut the neck off and reweld it to give it a different angle (not pictured yet). You have to do a double take on the intake to be able to tell that it was ever touched. Now the intercooler setup will be able to be made the way Alltrbo has specifies.
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bmwguru
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FEB 03, 08:25 AM
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Here are the finished intake pics.
It now allows the throttle body to bolt up without interference. It is hard to tell that the egr system has been removed and filled, the intake was cut and TIG welded back together.
Dave
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ALLTRBO
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FEB 03, 12:50 PM
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Heck, I can't even tell that the location moved at all. 
Does it have enough clearance to account for engine movement? Unless I'm thinking bass-ackwards, the engine tries to rotate toward the rear of the car under launch/acceleration/shifting (I know it's not exactly an L98 with flimsy rubber mounts, but it will still move).
In addition, is there enough clearance still for a 2.5" i.d. silicone coupling (they're thick) to a 2.5" o.d. IC pipe (without a severe bend)?
One thing you can't account for right now is a larger throttlebody (62mm i.d. max), but if the body is slightly larger, would there be enough room still?
Just some concerns from looking at it. If you've thought all that through then move along, I don't want to hold you up!
Other than that, I do think it'll look perfect with a black crinkle powdercoated finish, topped with blue numbers/letters (eventually).
As a quick note to everyone: I originally wanted the intake to be turned around when I first conceived the Gen III top end swap, but quickly figured out the strut tower clearance issues. Knowing that I personally can't even begin to comprehend welding cast aluminum with my MIG setup (even with my spool-gun)  , I threw the idea out and didn't even think about mentioning it to Dave. When he saw firsthand how tight the turbo would be with the TB on the same side, he asked about turning it around. Well needless to say, his welding guy had no problem with it, so there it is. Providing that it has all the clearance it'll ever need, that is perfect!
Still more explanation about the rest of it later, I need to get back to work.
P.S. Since the car will be using a '730 ECU, it won't be SFI (Sequential Fuel Injection) anymore, so I hereby designate SFI as Single Forced Induction (until I, or you folks, can think of something better. )[This message has been edited by ALLTRBO (edited 02-03-2010).]
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bmwguru
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FEB 03, 02:00 PM
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yes, it is noticible difference when the intake is installed in the car. There is adequate clearance for what we need to do.
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ALLTRBO
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FEB 03, 06:23 PM
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I never doubted you for a second.
Aside from the texture difference and a few very minute details, no one would be able to tell it was reworked. And yes, it looks 100x better without the EGR stuff.  Awesome job guys!
Unfortunately I'm home feeling like hell again, I left early. This is not the week to be out at all. 
Now that the intake is oriented 'properly', some of the Fiero connections will work easier, the "3100 SFI" faces the right way (sweet), and the intercooler plumbing will be easy as pie. I'm going to place the air/water IC in the stock cat location, and so the pipes will simply route down there, then over and up to the TB. I plan on doing the water/air setup myself, so I wasn't originally going to have Dave install a BOV since I would have to change the piping anyway, but now that its going to go the same route no matter what, I'm having him install a BOV on the IC piping as well. It's a Synapse Engineering "Synchronic" BOV, a new style of BOV that's supposed to be the best on the market right now, it has rave reviews from users. It's designed to actually work, not just to sound cool, and is configurable and adjustable to many setups (there's more to a BOV than one might think).
The logs aren't exactly as I specified (I had updated it from the drawing earlier), but much less labor intensive and they'll work just about as well this way.
My main concern with everything is cracking because of the high thermal cycling this setup will encounter (open track days and such), and I also plan on driving it anywhere from 0* with snow on the ground to 120* in the Arizona heat and everything in between, when needed. It's not my only car, but I want a car that will withstand every type of condition as well as a (newer) factory vehicle. I'm somewhat concerned that my (minimum) specified .065" wall thickness will not be enough, but it's thicker than most non-turbo headers. We shall see.
The lack of a flex section on the Y-pipe is because I hear as many bad things about them as good things. They create two more welded joints to possibly fail and they sometimes crack underneath the braid at the actual flex points.
I think it will be okay in that respect as it's not a 'tight' Y-pipe and so has a tiny bit of strain relief built in, and the way the two-bolt flanges to the log manifolds are oriented gives it a tiny bit more, because the gaskets in there are compressible.
At any rate, if it cracks on me, I will weld it back up and probably add a flex section.
I'm having Dave cut the manifold to head flanges in between each primary because this gives that area some strain relief and reduces the chance of the manifolds cracking. Of course all of this will also be ceramic coated inside and out with Jet Hot's "Jet Hot 2000" coating in black, which is good for up to 2450*. The turbine housing will also be coated in the same, but only the outside. That will also get a turbine blanket wrapped around it.
The wastegate is the ever-popular Tial 38mm. Its location (second to last and last pic in my picture post above) is a compromise. I wanted it angled toward the airflow, not doing this will sometimes cause boost creep. However, without some fancy fabrication and other space compromises, and another couple places to crack, this is the best compromise. I've definitely seen some wastegates in much worse locations, it 'should' be fine for this setup.
Studs are welded onto the flange and the flange is welded directly to the 'Y' section.
The turbo will be braced from underneath to hold its weight. The bracket design is not finalized, but Dave has something cool in mind.
These guys are really kicking butt. The main components are coming together, I'm really getting excited now!
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