New Project..
Well thats sort of the $64,000 question.
I have my theory and expectation.. and then there is what the data will show.
And there will be a lot of data this time.
There are at least 4 spots on the motor that I will be taking oil pressure readings from, 2 of which I can do simultaneously.
I will also be taking temperature at 2 spots in the system.
That will help me figure out the appropriate weight. What brand and additive package will be best determined by the bearings in the rods and mains, and the journals in the cams and turbo.
I'm thinking Shell Rotella 5w40 or Valvoline 20w50 Blue. Both are very high moly and zddp.
If the oil holds up to it, it will likely expose other weak links.. my guesses are going to be the piston rings, rod bolts, rocker arms or oil drain back from the head.
And in that order is my estimation.
The oil pump was only intended to be run at a max of 8k rpm from the factory its a positive displacement gear pump.. and on this motor its already done over 9k for two seasons. I may need to replace it, and modify the new one as this motor is expected to run up to the high 10s with some regularity. I cannot afford a dry sump at this time.
Instead I am running a special hydraulic lash adjuster that aims to keep more oil in the pan by limiting the lifter galleys to 15psi oil pressure.
The rings I think will fail because I expect that the gap may be too tight considering the engine was originally built to be run at much lower power.
The rod bolts are ARP tool steel material, but they are attached to very heavy steel rods.
The rockers will be going to nearly the limits of the valvetrain geometry on a very large aggressive cam, but a special high pressure bee-hive spring is going to be installed with a shim intended to help it over the nose and reduce bouncing on the seats..
I don't know how long this block will survive, and I am trying to finish my back up blocks and heads.
Then there is the matter of the drive train. The clutch is about the minimum I expect to get away with, as a fuse of sorts because I would rather the clutch slip then shear the teeth off of 4th or 5th gear on a full WOT pull for multiple miles and then lunch both my fancy TRE gearset and the LSD.
All my hair will have been pulled out before the main event in June lol
I have my theory and expectation.. and then there is what the data will show.
And there will be a lot of data this time.
There are at least 4 spots on the motor that I will be taking oil pressure readings from, 2 of which I can do simultaneously.
I will also be taking temperature at 2 spots in the system.
That will help me figure out the appropriate weight. What brand and additive package will be best determined by the bearings in the rods and mains, and the journals in the cams and turbo.
I'm thinking Shell Rotella 5w40 or Valvoline 20w50 Blue. Both are very high moly and zddp.
If the oil holds up to it, it will likely expose other weak links.. my guesses are going to be the piston rings, rod bolts, rocker arms or oil drain back from the head.
And in that order is my estimation.
The oil pump was only intended to be run at a max of 8k rpm from the factory its a positive displacement gear pump.. and on this motor its already done over 9k for two seasons. I may need to replace it, and modify the new one as this motor is expected to run up to the high 10s with some regularity. I cannot afford a dry sump at this time.
Instead I am running a special hydraulic lash adjuster that aims to keep more oil in the pan by limiting the lifter galleys to 15psi oil pressure.
The rings I think will fail because I expect that the gap may be too tight considering the engine was originally built to be run at much lower power.
The rod bolts are ARP tool steel material, but they are attached to very heavy steel rods.
The rockers will be going to nearly the limits of the valvetrain geometry on a very large aggressive cam, but a special high pressure bee-hive spring is going to be installed with a shim intended to help it over the nose and reduce bouncing on the seats..
I don't know how long this block will survive, and I am trying to finish my back up blocks and heads.
Then there is the matter of the drive train. The clutch is about the minimum I expect to get away with, as a fuse of sorts because I would rather the clutch slip then shear the teeth off of 4th or 5th gear on a full WOT pull for multiple miles and then lunch both my fancy TRE gearset and the LSD.
All my hair will have been pulled out before the main event in June lol
It legitimately is thinning on top between this and everything else of the past three years lol
My mother's father is 85 and still has hair.. I also share his hairline so there is hope yet.
My mother's father is 85 and still has hair.. I also share his hairline so there is hope yet.
This engine is more of a research project/learning experience to find weaknesses rather than anything else.... I'd have to accept it as such if it were my project or go completely insane from losing sleep... I wish I had the drive and other abilities you do... There wasn't as much information available when I was young and able or people like you that were willing to share their knowledge and experiences...
It is definitely a test bed, and it is entirely likely this motor will be sacrificed.. I just wish I had the budget to make it more comfortable to blow things up though. Don't give me too much credit, Dee lol
A large project completing soon should give me some breathing room in terms of replacement parts to bring to the track.. but most of those proceeds are going to home improvement (replacing a furnace and building a pole barn/outbuilding), an engagement ring, money market fund (savings basically) and to procure some holdings.
I would like to take on more design work and get more done to the Fit, but the race car has to be done and running before I can put the Fit down for any period of time.
Pretty much have everything I need to do the compounds though. Save for the external oil system for the two primary stage turbos.
A large project completing soon should give me some breathing room in terms of replacement parts to bring to the track.. but most of those proceeds are going to home improvement (replacing a furnace and building a pole barn/outbuilding), an engagement ring, money market fund (savings basically) and to procure some holdings.
I would like to take on more design work and get more done to the Fit, but the race car has to be done and running before I can put the Fit down for any period of time.
Pretty much have everything I need to do the compounds though. Save for the external oil system for the two primary stage turbos.
Last edited by DiamondStarMonsters; Feb 13, 2013 at 03:05 PM.
MOAR Fittings!!
For whatever reason the filtered turbo feed port on the filter housing is BSPT thread, not exactly easy to find. I'm wondering if a 3/8NPT would work if I don't crank it down.. or I'm just going to weld a plug, drill and tap it to AN
For whatever reason the filtered turbo feed port on the filter housing is BSPT thread, not exactly easy to find. I'm wondering if a 3/8NPT would work if I don't crank it down.. or I'm just going to weld a plug, drill and tap it to AN
I've actually thought about using steam expansion across the turbine wheel before, but that is actually the completed turbine drive pressure sensor, dampener and an SS hardline.
One of the bits I'm most excited about, and it should answer as many questions as it will create.
Not to mention the bonus of sheer what-the-fuckery for when I pop the hood lol
One of the bits I'm most excited about, and it should answer as many questions as it will create.
Not to mention the bonus of sheer what-the-fuckery for when I pop the hood lol
We are down to:
1.) Finishing aero modifications
2.) Ceramic coating the exhaust system
3.) Organizing Wires/Hoses
4.) Filling all fluids
5.) Systems testing
Then it's time to test fire!
1.) Finishing aero modifications
2.) Ceramic coating the exhaust system
3.) Organizing Wires/Hoses
4.) Filling all fluids
5.) Systems testing
Then it's time to test fire!
Everything is off at the ceramic coater and the aero work is in progress. Today we're reinforcing the front bumper for the added wind loading with some more Dzus fasteners!
Because masochist!
Because masochist!
REAL SPEED HOLES lol <3But Dat ASSSS:
Mostly just waiting for a ton of stuff to come back from ceramic and powder coating.. then fluids get filled, systems tested, wire/cable organization and we can fire her up!