T2 MSW Posted August 27, 2009 Share Posted August 27, 2009 Then you have the fun of running it in Link to comment Share on other sites More sharing options...
Steve Posted August 27, 2009 Author Share Posted August 27, 2009 Looking forward to it.............................NOT Link to comment Share on other sites More sharing options...
Miguel Posted August 27, 2009 Share Posted August 27, 2009 Looking forward to it.............................NOT Subscribed. Will you be taking the softly, softly approach to run-in, or the big potatoes method? Link to comment Share on other sites More sharing options...
T2 MSW Posted August 27, 2009 Share Posted August 27, 2009 Keep the revs below 4 and off boost. Keep the revs in the higher range and don't let it labour I would imagine? Link to comment Share on other sites More sharing options...
Steve Posted August 27, 2009 Author Share Posted August 27, 2009 I will be speaking to Tony and see what he recommends on running in Link to comment Share on other sites More sharing options...
jacko Posted August 27, 2009 Share Posted August 27, 2009 (edited) My mate has just had a similar problem with his GT28rs on his S13 - Turbo dynamics reckon it was foreign body damage, but somebody else said that the EGT's had got too high at some point and caused the fins to start wearing away - which is quite possible, as he constantly had boost leaks so the turbo was working over time Edited August 27, 2009 by jacko (see edit history) Link to comment Share on other sites More sharing options...
Geo Posted August 27, 2009 Share Posted August 27, 2009 Looking good so far Mate, how long you reckon the build will take?? Might look into this in the near future, much £££ you reckon for your rebuild?? Link to comment Share on other sites More sharing options...
Steve Posted August 27, 2009 Author Share Posted August 27, 2009 I will work out the total cost at the end when i know the full costs involved As long as the OEM parts/head turn up it should only be a few weeks, i am in no rush but it also depends on Tonys work schedule. Still deciding on a turbo aswell, as i may go a little bigger Link to comment Share on other sites More sharing options...
TLicense Posted August 31, 2009 Share Posted August 31, 2009 (edited) Steve dropped his engine off to me last week, but I didn't get a chance to start on it till Saturday morning, however we'll soon get it up and running again! It started like this... and a short while later looked like this.... It'll all be stripped and ready to have the bores machined for the 86.5mm pistons on Monday. Edited February 8, 2010 by Steve (see edit history) Link to comment Share on other sites More sharing options...
MarkR Posted September 1, 2009 Share Posted September 1, 2009 Great, looking forward to another great write up Tony... Link to comment Share on other sites More sharing options...
Steve Posted September 1, 2009 Author Share Posted September 1, 2009 (edited) When i was removing the head, my 10mm hex bit came of of my socket and dropped down one of the oil drain holes and into the sump. I asked Tony to fish it out when he pulled the sump off. This is where it was when the sump was removed. Edited February 8, 2010 by Steve (see edit history) Link to comment Share on other sites More sharing options...
Steve Posted October 5, 2009 Author Share Posted October 5, 2009 (edited) Some more parts arrived last week. Oil Pump Water Pump New crank pulley Gasket/seal set Cambelt/aux belt Flywheel bolts Cambelt tensioner Crank/rod/thrust bearings Rebuilt head I found my gear selector bushes had fallen apart So i replaced them with these from Whifbitz Another thing I wasn't expecting to replace was the RPS clutch, but unfortunately it was beyond use. So rather than going with the same again, I went for a Southbend clutch. Tony has this so it can be balanced with the crank this week. Edited February 8, 2010 by Steve (see edit history) Link to comment Share on other sites More sharing options...
TLicense Posted October 25, 2009 Share Posted October 25, 2009 (edited) I need to apologise to Steve for not posting sooner to show some progress. A lot of what has been happening is a little difficult to show but a brief run down is:- Block has been hot-tank cleaned. Block has been bored out to 86.512mm (to suit CP pistons) Block has been re-cleaned after machining. The crankshaft, crank pulley, flywheel, clutch cover, pistons and rods have all been balanced. The lower sump, upper sump, baffle plate and oil strainer have all been industrially cleaned. The block has been painted black. With that little list of jobs done we can get back to the more interesting assembly. Starting off with the piston / con-rod assemblies. Here you can see where material has been removed by the balancing company:- And here on the piston:- The weight of all of the pistons and gudgeon assemblies were reduced to be the same as the lightest which was 0.418Kg's. Next job was to re-fit the oil squirters:- Then fit all the upper main bearings:- As Steve has asked to fit ARP main studs I fitted the studs at this point:- Edited February 8, 2010 by Steve (see edit history) Link to comment Share on other sites More sharing options...
TLicense Posted October 25, 2009 Share Posted October 25, 2009 (edited) Next re-fit the crankshaft:- Again you can see where the balancer has improved upon the stock Toyota balancing act:- With that done it was time to install the lower bearings into the main caps and fit them. The ARP main stud kit needs to be torqued to 60ft/lbs when using the supplied moly lube.:- Then with the crankshaft fitted it was time just before the end of the day to install the first piston:- At that point I got the "tea's ready" call Edited February 8, 2010 by Steve (see edit history) Link to comment Share on other sites More sharing options...
Wez Posted October 25, 2009 Share Posted October 25, 2009 Subscribing Link to comment Share on other sites More sharing options...
Steve Posted October 25, 2009 Author Share Posted October 25, 2009 Thanks for the update Tony, starting to come together now Link to comment Share on other sites More sharing options...
Pig Posted October 25, 2009 Share Posted October 25, 2009 Subscribing Me too, great to see each stage like that Link to comment Share on other sites More sharing options...
JamieP Posted October 25, 2009 Share Posted October 25, 2009 Thats coming along, me next please:) Link to comment Share on other sites More sharing options...
MarkR Posted October 25, 2009 Share Posted October 25, 2009 Very nice... great write up as usual.. I'm going to start calling you Mr T Link to comment Share on other sites More sharing options...
billy bhoy Posted October 25, 2009 Share Posted October 25, 2009 wayu to guys.a great thread we have hear!! Link to comment Share on other sites More sharing options...
Steve Posted November 2, 2009 Author Share Posted November 2, 2009 (edited) Did a couple of small jobs on Saturday Tided up the wiring where I removed the resistor pack. Removed the old rubber clutch hose. And then fitted a new braided hose from Whifbitz Also drilled and tapped the exhaust manifold for a new EGT probe in runner 6, have got no pictures of that as it is being welded into place as well. Will get a picture when I get it back later in the week. Edited February 8, 2010 by Steve (see edit history) Link to comment Share on other sites More sharing options...
Geo Posted November 2, 2009 Share Posted November 2, 2009 coming along nice Bud. Link to comment Share on other sites More sharing options...
Steve Posted November 2, 2009 Author Share Posted November 2, 2009 Slowly, but I am in no rush. Just trying to get all the little jobs done before the engine comes back Link to comment Share on other sites More sharing options...
Steve Posted November 2, 2009 Author Share Posted November 2, 2009 Also to add, I will be going with a Borg Warner Airwerks turbo instead of the Billet 6765. Link to comment Share on other sites More sharing options...
TLicense Posted November 8, 2009 Share Posted November 8, 2009 (edited) A little bit more of an update. All of the pistons and con-rod assemblies are fitted and the con-rod cap bolts torqued according to their bolt stretch as given by Carrillo. Next it's time to fit the oil pump and front crank seal, and check the clearance oil pump return clearance. And the rear crank seal fitted into the old seal retainer:- Next it's time to fit the newly shot blasted and post-cleaned upper sump pan, the sump baffle and the oil strainer:- Time to say goodbye to the bottom end of the engine by fitting the lower sump pan, and fit the water pump:- Not far now Steve! Edited February 8, 2010 by Steve (see edit history) Link to comment Share on other sites More sharing options...
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