I hope to be returning, 914 Less for about 2 years Options

[euro911]

... I think this mount will hold up well and give the chassis a hand as well. (IMG:http://www.914world.com/bbs2/uploads_offsite/i60.photobucket.com-3782-1417925200.1.jpg)

Uh, yeah - ya think?

(IMG:style_emoticons/default/popcorn[1].gif)

[Cairo94507]

(IMG:style_emoticons/default/smilie_pokal.gif) I am just speechless at the skills being displayed in this build. I agree with Mike, geez I am going to want that car when it is done!

[veekry9]

Here is a good picture of the rear set-up. Still need to get the rear springs.

(IMG:http://www.914world.com/bbs2/uploads_offsite/i60.photobucket.com-3782-1402208948.1.jpg)

Wow.Steady progress.

http://www.fiero.nl/forum/Forum3/HTML/000116-29.html
A different approach to cooling.

[veekry9]

I'm pretty sure I took no part in making the dies for these components.
I have done dies for transaxles,transfercases and transmissions.
Many others too.

[drive-ability]

I'm pretty sure I took no part in making the dies for these components.
I have done dies for transaxles,transfercases and transmissions.
Many others too.

veekry9,
what kind of dies have you made ?

[veekry9]

How many?
Hundreds.Since1973.
The largest was for a diesel engine block,heavy trucks and marine use.
The cover was a 4340 casting of 60T.Shoe was 75T.
Big machines for big parts.Skoda HBM Heidenhain.
The smallest a simple key+pin of 1/8"dim.
A lot of aerospace work.
Many heavy pressure vessels.10" wall thickness.
It's been fun.That's what I take from it,something new every day.

http://www.cimsystem.com/



CroMo weldment,a centrifugal turbine housing.
90K before machining.DFU.
No mercy on these parts.

I've used many different cadcams,I found this is the most easily utilized and gouge free.
Some of the shite out there is cumbersome.pita oops.That don't cut it.

The coolant is SwissLube,a former employer in '06 had the entire shop staff take a training course
on the proper use and maintenance of the stuff.Didn't help,the place smelled like a cesspool.
This machine however is sweet and clean like the customer expects.
Years ago it was put to me by a flier w 20K hrs in mil types,old guy Col..
"If you can't maintain the coolant,what else don't you maintain?"

[drive-ability]

How many?
Hundreds.Since1973.
The largest was a diesel engine block for heavy trucks and marine use.
The cover was a 4340 casting of 60T.Shoe was 75T.
Big machines for big parts.Skoda HBM Heidenhain.
The smallest a simple key+pin of 1/8"dim.
A lot of aerospace work.
Many heavy pressure vessels.10" wall thickness.
It's been fun.That's what I take from it,something new every day.

http://www.cimsystem.com/



CroMo weldment,a centrifugal turbine housing.
90K before machining.DFU.
No mercy on these parts.

I've used many different cadcams,I found this is the most easily utilized and gouge free.
Some of the shite out there is cumbersome.pita oops.That don't cut it.

NICE
All this being done to make things function. Without this we would be (IMG:style_emoticons/default/sad.gif) up shit creek

[veekry9]

Yeah,sour gas compressor.
Inconel and wear resistant stainless turbine wheels.
All high temp and abrasive resistant.
How I make hay to play.


Heidenhain surface display in zoom+toolpath hide mode.


Why I'm analyzing it.
The part is symmetrical but the Cam algorithim had done this,wtf?
1 hr later,Part model granularity of tessellated surfaces generated this deke.
Customer's engineering supplied the Cad model,so we went with it,notified the designer,Phd. E. Eng.
Caution at all times,no mercy parts.(Don't Fuck Up)D.F.U..
We stamp this on the paperwork you have to endorse before starting,a company disclaimer.
If you fuck up,you Will pay.So yeah,intense pressure,ulcer kind.

[veekry9]

After this little detour off the path,I wanted to say something about the structural integrity of a high powered vehicle.You can see some results on "crash-boom-bang".
A lot of sniffing in some corners about the Pontiac Fiero,but the reality is the car was designed to survive an 80mph rollover and passed that test.
Therefore a car that has the power to do 200 must be reinforced to withstand a much higher load capacity.
Much different shock and torsional loading resistance is mandated.Stiff + metal=heavy,so the supercar makers have adopted aerospace tech like 20-30 yrs ago.
Seeing here a trickle of composite parts becoming available is encouraging,the more the better.
Rollcages without side barriers and bottom members don't pass the threshold a nascar cage demands.A saunter into the trees at speed is no little thing.
(Thats why I enjoy the "Nurb" videos)Really,a capsule similar to the Unlimited Hydroplane racers is what is needed,keeping in mind that's water they are hitting.
Add the torsional stiffness needed and now you have a very heavy 4130 tubular structure,needing more power.
A full complement of airbags and Hans restraints will keep the organs in the right place.Add the weight of the original sheetmetal and now it's porky and slow.
Some thought has to go into building it just to survive.So I'm all for the composite tubs n bulkheads.The tooling requirements is the tipping point,vacuum assisted infusion and
or autoclaved means expensive equipment and expensive cnc time to machine the molds.F1 tech is really aero tech different/same application and really not cheap.
In the final analysis,steel tube cages and composite peripheral structures is the way to go.The use of ally monocoque outside the cage is also a lightweight method.
The main thing is to have fun as you're building and be able to answer the question correctly."What are you building?"
The wrong response is "My coffin". (IMG:style_emoticons/default/biggrin.gif)

[drive-ability]

Interesting information,
I'm trying to map out a structure to keep the engine from being push in my lap. Its nice to have total access but I need to have a cage built around the driver and passenger. Its going to be heavier but its important. I can only go so far but really I'm a sub 100 mph kind of guy. My Benz at 680 hp will jump to that speed with ease but at 4400 lbs. dry its a turd looking for a tree to hit. I'm going to farm out some things on this car unlike my other V8 914. (IMG:style_emoticons/default/sawzall-smiley.gif)

[veekry9]

https://www.google.ca/search?q=nascar+rollc...ved=0CAYQ_AUoAQ

With a cage like this and the power possible with that block The Targa Newfoundland would be a gas.
Some of those stages I saw were downright dangerous without a substantial stiffening of the car.
Down a rocky slope into mature trees at 180mph would be a game ender.
An 800 hp v8 could get to speeds way above that on the long straights,Mulsanne like.
Pump it up and now you're into Can Am performance.
Some insight as to how great the risk was in the bad old days.



Lister-Bell

[drive-ability]

Moving along,
welded a little box to house the computer and mini fuse box for the engine.

(IMG:http://www.914world.com/bbs2/uploads_offsite/i60.photobucket.com-3782-1419310791.1.jpg)

Working on the pedals, adapted the DBW to the gas pedal.

(IMG:http://www.914world.com/bbs2/uploads_offsite/i60.photobucket.com-3782-1419310791.2.jpg)

Ran the battery cable, from the starter through the center tunnel to the bus under the trunk lid. I want to have a good source of amperage for the electric p/s pump and the fans.

(IMG:http://www.914world.com/bbs2/uploads_offsite/i60.photobucket.com-3782-1419310791.3.jpg)

[drive-ability]

(IMG:http://www.914world.com/bbs2/uploads_offsite/i60.photobucket.com-3782-1419311785.1.jpg)


(IMG:http://www.914world.com/bbs2/uploads_offsite/i60.photobucket.com-3782-1419311785.2.jpg)


I'm replacing all the wheel bearings, seems the rear hub is not a base 996 / Boxster. The bearings in the rear are larger because the base ones I ordered are too small at the rear. The part number on the hub say its a 4, 4s or Gt3 type. I have to get the correct parts AGAIN !!!!! (IMG:style_emoticons/default/hissyfit.gif)

[Mike Bellis]

You should also find a way to insulate the coolant lines. My first conversion had them in the tunnel. It tends to get pretty warm in the cabin.

[drive-ability]

You should also find a way to insulate the coolant lines. My first conversion had them in the tunnel. It tends to get pretty warm in the cabin.

A good point ! Not like the cab of a 914 is very big. Imagine 2 people at 100 degrees and the 190 degree hoses. God knows I want to install AC but that will be
later on. (IMG:style_emoticons/default/smile.gif)

[r_towle]

Are you concerned about the coolant lines vibrating against any of the metal in the tunnel and eventually wearing out?
You plan to have a removable top for the tunnel to inspect things once in a while?

For heat, you may want to look at what NASA uses in the high end foil and reflective material, sorry to say I believe the best stuff is gold.....

Rich

[drive-ability]

Are you concerned about the coolant lines vibrating against any of the metal in the tunnel and eventually wearing out?
You plan to have a removable top for the tunnel to inspect things once in a while?

For heat, you may want to look at what NASA uses in the high end foil and reflective material, sorry to say I believe the best stuff is gold.....

Rich

LOL gold is not in my budget LOL I'll keep a little spot open and build a cup holder around it for coffee HA HA HA . The lines are away from any raw edges but shit does happen in the strangest ways. I should have stuffed them in a flexible AC
duct line. Removing them is like wrestling with a python but maybe I should ?

[drive-ability]

So I got all the wiring in and decided to turn the ign on and see if the scanner would light up and show data. It did, I cranked the engine (Fuel pump off) and didn't see any crank/rpm signal. I checked power input to the injectors but found no action being done to by the pcm to provide ground to the injectors or coils for that matter. I did notice the scanner screen flipping around and then bailing out switching screens to some type of default restart screen. Seeing no crank reference I looked at the crank sensor and wiring found them to be fine. I cranked the engine with the crank sensor Unplugged and the scanner screen stayed steady.
I ordered a new crank sensor and hope that fixes the problem. (IMG:style_emoticons/default/screwy.gif)


Turns out it was the CAMSHAFT sensor, both a bit confusing as both are far away from the camshaft. Newer versions are different and have a cam sensor on the timing chain cover. Ordered the cam sensor *&((((*&&^&^k

[drive-ability]

LOL,
I had the cam and crank sensors connectors switched. LOL

(IMG:http://www.914world.com/bbs2/uploads_offsite/blogs.e-rockford.com-3782-1421814781.1.jpg)

[euro911]

(IMG:style_emoticons/default/slap.gif)