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I'll be adding GSXR 750 ITB's to the mix, still with LH2.4, to get my turbo lag down, and better breathing of the motor.
For part 3, clearances and polishing, since the oil starvation had taken it's toll on the crankshaft and the rods, I decided to refinish the crankshaft, by chinabay rods, which would also have to be clearanced and got to work on several other important aspects.
The polished crankshaft, the shoestring and sandpaper trick was used whilst repeatedly checking with the fingernails and the calipers for correct clearances. The choice was made to be on the wide side of the stock clearance, which after polishing ended up being with the stock bearing size.
Polishing the set of chosen b230et pistons, with 3.6mm dish for 9.3:1 compression, for better torque and fuel consumption.
Side by side comparison of skirt thickness for old type ET pistons (right) vs FK/FT pistons (left)
The chinabay rods, suprisingly well matched in weight and split, but did have to clearance pin bore slightly and had to deburr and improve oiling hole on top of the small end, since the machining edges were terrible. (Still looking for arp grease, if anyone has some in the Netherlands!)
Balancing the pistons, rings, pins and rods.
Painted several bits, cleaned up carbon from stock cam and auxilary shaft
Restored turbo, ported and polished, rewelded worst of cracks, should hold for quite a while
Two TD04-13C turbo's, rebuild with a budget kit
Next up, manifold construction, which is still in the pipe's, so more progress will follow soon. The assembly of the block will be somewhere in december, so that will take a little while to get to.
JupDual intercoolers even?
Why not use something like this to simplify pipe work:
Love the build and the twins, keep it up
Wait can you really say 'ITB' and 'budget build' in the same sentence for a car that never came from the factory with them? I know LH2.4 is pretty flexible but I've also heard that ITB's are a massive PITA to tune. Is LH really able to handle all that? Because if it can, I think I may have to revisit my future plans and squeeze a nice little set of ITB's in!
Put an airbox on the ITBs then have the MAF sensor on the end of the airbox. Well, that’s how you’d do it on a non-turbo. On a turbocharged setup it’s just the same as normal, except you’ll have two pipes after the the MAF as the air splits and goes to the two turbos.
Any more details on how you improved the oil holes and clearanced the rods,
I like everything about this but LH. good luck with that (seriously), look forward to seeing the finished product!
I'll try to use an arduino or other custom harware to translate the total airflow recorded by the two MAF's into a for LH interpretable signal similair to the -016 swap if possible.
Can't you just put the MAF after the turbos or does that not work with LH?
Backwards? Black side faces out, pretty sure..
You may have to re-engineer your coolant transfer tube with that manifold.
Hi
Catching up with this thread & thought I would relay my own experiences in the manifold building area. Probably too late now as I bet you've finished the manifold but maybe useful to someone doing it for the first time.
I used the same weld elbows & a spare engine on a stand. Like you I put the water pump on but not the pipe that runs to the back. I managed to massage mine with a hammer but have since noticed it has not done the little rubber gasket any favours.
Other things I did not think of in my haste to get it done & see if it would fit were....
1. access to the spark plugs (got lucky on that one)
2. Seeing if I could get to the nuts/bolts on the turbo flange. ( no way!)
3. Seeing if I could get to the nuts on the manifold flange. (again lucky)
4. Not taking account of the length of the head studs in working out how much space I had in the engine bay for the runners.
On this last point I do have a physically big turbo which I now cannot remove from the manifold (without removing from the engine bay). On my 240 there is not enough room to move the turbo/manifold back off the studs to withdraw it from the engine bay. These problems are made worse by being right hand drive & having the brake m/c in the way as well.
I notice that you have a 740 so hopefully will not have these fitment issues.
Looking forward to the next instalment.
Tim