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> Bringin Sexy Back-, She is Finished-The final installment
Series9
post Jun 2 2011, 02:03 PM
Post #201


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QUOTE(ellisor3 @ Jun 2 2011, 03:32 PM) *

QUOTE(Madswede @ Jun 2 2011, 02:45 PM) *

Rawk! (IMG:style_emoticons/default/aktion035.gif) Now I wanna hear it. (IMG:style_emoticons/default/happy11.gif)



Me Too. Kick Ass Joe. (IMG:style_emoticons/default/sawzall-smiley.gif)



It sounds very serious. It's low and grumbly.


I just went to start it again and it wouldn't. The fuel pump seized. It's brand new. (IMG:style_emoticons/default/wacko.gif)

Compared to the rest of it, this is nothing. I'll return it. Whatever.
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Madswede
post Jun 2 2011, 04:21 PM
Post #202


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I like the advice you gave me a long time ago: Hit it with a hammer. (IMG:style_emoticons/default/laugh.gif) (I know, the 3.2 isn't a low-P pump for a carburetor set up, but hey at this point ...)
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tomeric914
post Jun 2 2011, 07:24 PM
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QUOTE(Series9 @ Jun 2 2011, 04:03 PM) *

I just went to start it again and it wouldn't. The fuel pump seized. It's brand new.

That's luck. Better it seized now than after you delivered it. (IMG:style_emoticons/default/shades.gif)
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Series9
post Jun 9 2011, 04:38 PM
Post #204


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Working through the list.

I pulled the fuel pump and cleaned it out. I think a little debris stopped it from running. It's working now

The TPS is finished.

I found the wiring problem that was not allowing the engine to be turned off with the key. I was getting 4 volts across the alternator light (field) that was just enough to keep the ECU power relay closed. I moved the gauge power to another switched terminal and that fixed it.

I fabbed the DFU brackets today:





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Eric_Shea
post Jun 9 2011, 06:28 PM
Post #205


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Looking good Joe (IMG:style_emoticons/default/smilie_pokal.gif)
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Series9
post Jun 10 2011, 04:42 PM
Post #206


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So I'm hooking up the drive shafts and I find this (anyone see something wrong?):




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Series9
post Jun 10 2011, 04:43 PM
Post #207


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There's no way to get that axle out without:





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Series9
post Jun 10 2011, 04:45 PM
Post #208


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/4 muffler hanger modified for this job.

I also finished the MAP sensor manifold adapter, but it's not exciting enough to warrant a picture.



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Eric_Shea
post Jun 10 2011, 05:47 PM
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QUOTE
anyone see something wrong?


Missing pins or is it a 6-bolt?
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Series9
post Jun 10 2011, 08:48 PM
Post #210


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QUOTE(Eric_Shea @ Jun 10 2011, 07:47 PM) *

QUOTE
anyone see something wrong?


Missing pins or is it a 6-bolt?



6-bolt w 4-bolt boot so you wouldn't notice if it were installed.
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Eric_Shea
post Jun 10 2011, 09:50 PM
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Probably common I'm afraid. 930 (6-bolt) 108mm CV's are the only 108's available right now...

Either pin that one with larger (12mm?) pins or drill the bosses on the flange and stub axled to accept the 10x1.5 fastener (my choice). Be careful though, both pieces are hardened and it will cost you or your machinist a "bit" or two. If you pin it you'll still have to widen the holes in the stub and flange.
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Series9
post Jun 11 2011, 06:41 AM
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QUOTE(Eric_Shea @ Jun 10 2011, 11:50 PM) *

Probably common I'm afraid. 930 (6-bolt) 108mm CV's are the only 108's available right now...

Either pin that one with larger (12mm?) pins or drill the bosses on the flange and stub axled to accept the 10x1.5 fastener (my choice). Be careful though, both pieces are hardened and it will cost you or your machinist a "bit" or two. If you pin it you'll still have to widen the holes in the stub and flange.



I found a new Lobro 914 CV on eBay. It's on the way.
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ellisor3
post Jun 11 2011, 09:42 AM
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QUOTE(Eric_Shea @ Jun 10 2011, 11:50 PM) *

Probably common I'm afraid. 930 (6-bolt) 108mm CV's are the only 108's available right now...

Either pin that one with larger (12mm?) pins or drill the bosses on the flange and stub axled to accept the 10x1.5 fastener (my choice). Be careful though, both pieces are hardened and it will cost you or your machinist a "bit" or two. If you pin it you'll still have to widen the holes in the stub and flange.


Eric or Joe,

Could you explain in a little more detail what the issue is, I am not sure I understand what I am looking at.
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Series9
post Jun 11 2011, 03:54 PM
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QUOTE(ellisor3 @ Jun 11 2011, 11:42 AM) *

QUOTE(Eric_Shea @ Jun 10 2011, 11:50 PM) *

Probably common I'm afraid. 930 (6-bolt) 108mm CV's are the only 108's available right now...

Either pin that one with larger (12mm?) pins or drill the bosses on the flange and stub axled to accept the 10x1.5 fastener (my choice). Be careful though, both pieces are hardened and it will cost you or your machinist a "bit" or two. If you pin it you'll still have to widen the holes in the stub and flange.


Eric or Joe,

Could you explain in a little more detail what the issue is, I am not sure I understand what I am looking at.




914 CVs have four bolts and two pins. This one is a six-bolt CV, so it's not possible to pin them. Your 3.2 would break that arrangement. I have the correct one on the way.



I got some more done at the end of the day when I was finished with Byron's 951.

Adel clamp fun. I'm very happy with the oil lines attached to the lower valve cover. They were a bitch to install, but all is very secure and nothing will be rubbing.

I also spent some time getting started on tidying up the wiring in the engine bay:




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Eric_Shea
post Jun 11 2011, 10:18 PM
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You're using 914 CVs in there? (IMG:style_emoticons/default/huh.gif)
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Series9
post Jun 23 2011, 03:01 PM
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Many little things are being accomplished randomly, but today I made the intake with the MAT sensor installation and I made HUGE progress in the tuning of the engine.

If I had the last pieces it would be very drivable. I should be able to run it around the block next week!

My eyes are friggin' burning from the exhaust fumes. (IMG:style_emoticons/default/wacko.gif)

We are very close to completion.

Here are pictures of the intake fab, finished intake and tuning workstation:






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racerbvd
post Jun 23 2011, 03:35 PM
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sweet, if you are going to be around tomorrow, I may sneak down to drop off the 951 seats, anything else you need me to drop else off??
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ellisor3
post Jun 23 2011, 08:15 PM
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Joe, I know you had some reservations about the Tec GT system. What are your thoughts, good and bad?? When can we see some #'s
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Series9
post Jun 23 2011, 08:31 PM
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I didn't and don't have reservations about the product. I had reservations about the amount of money and time it would cost to set up and tune on a stock engine, when we could use a stock Motronic DME that would make it run perfectly right out of the box.

The ignition portion of the system is excellent. At this point, distributors should be obsolete. Now you get to enjoy a virtually maintenance-free ignition.

As for the fuel side, it should be drivable now. I'll have to put some miles on it and tweak it some more. The file that was sent to me for this engine was basically unusable. It would neither reliably start nor accelerate the engine off idle. On the up side, this has caused me to have to dig deeply into programming and work it out on my own.

Also, if you decide to modify the engine in the future, I will be able to adapt the engine management to accept the changes. In that way, it could pay you back some of what you've spent.

The cool-factor is high. You're going to like it.

I'm gonna (IMG:style_emoticons/default/driving.gif) next week. I'll take some video for you.
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Series9
post Jun 24 2011, 11:00 AM
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I'm not really working on James' car today, but I like to start it at different times of the day to see how I'm doing on the programming for different situations, hot, cold and otherwise.

This morning, it stumbled, but didn't start.

Then I noticed the TPS voltage (on the screen on the laptop) was 0.00.

That's wrong.


Hmmmm. What's this?

Teething pains:



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