Project update for Thursday night...
Thread Starter
Senior Member
Joined: May 2001
Posts: 1,436
Likes: 0
Project update for Thursday night...
Well unfortunately, there isn't a whole lot to report right at this instant. The machine shop finished with motor today at 5:00pm, and we are right now double-checking all the measurements.
We're attacking each cylinder bore with a dial-bore gauge and measuring at 45-degree increments. We're hitting each main and rod bearing with plastigauge... We're clay-testing the piston-to-head quench clearance on all four cylinders.
Basically, it's a lot of boring shiznit for the moment. However by tomorrow afternoon, we should be ready to drop in the fully assembled motor and start fully wiring in the new Haltech wiring harness and all the sensors.
Yes yes, there will be pictures smile.gif
Until likely Friday night or Saturday morning,
-Red-
We're attacking each cylinder bore with a dial-bore gauge and measuring at 45-degree increments. We're hitting each main and rod bearing with plastigauge... We're clay-testing the piston-to-head quench clearance on all four cylinders.
Basically, it's a lot of boring shiznit for the moment. However by tomorrow afternoon, we should be ready to drop in the fully assembled motor and start fully wiring in the new Haltech wiring harness and all the sensors.
Yes yes, there will be pictures smile.gif
Until likely Friday night or Saturday morning,
-Red-
Super Moderator
Joined: May 2001
Posts: 11,851
Likes: 2
From: Rancho Palos Verdes, CA
Vehicle: 2008 Toyota Prius 2006 Suzuki SV650S
QUOTE
Viper966:
when can we expect dyno #'s
about a month. The motor will be run in N/A or no boost mode to break it in, then the boost will be added after a break in period. Not sure if Red is going for a 1000, or ???? long break in, but it will be some time before dyno's get posted.
when can we expect dyno #'s
Thread Starter
Senior Member
Joined: May 2001
Posts: 1,436
Likes: 0
Dyno numbers will be a while, and even then they will not be 100% final. Random pointed out one of the prime reasons: break-in time and normally aspirated versus turbocharged.
The engine is going on a 1200-mile break-in process, during which time it will be running completely normally aspirated. I will dyno the engine when it's fully broken in but still N/A, just to see what it does. But take into mind: the new engine is running lower compression, stock cams (for right now) and a bunch of fairly tight tolerances. I also live more than one mile above sea level; a typical N/A engine at this altitude loses somewhere between 17-18% of it's power simply because of lower barometric pressure here.
I expect that, when this engine has 1200 miles on it in normally-aspirated mode, it will still make more power than my previous setup did... Mostly because of the fully standalone engine management and because of the much tighter piston-to-head quench clearance and "loose" piston-to-wall clearance. I'm hoping together with my I/TB/manifold/H/E setup that it can throw better than 140 to the tires.
Turbocharged numbers will be in several stages, and will not be available for at least another 60 days.
As an aside...
The machine shop did a less-than-stellar job on my block. None of the clearances are so far out to cause problems, but they are not quite up to what I expected. I was told they do work to the nearest 0.0001" (ten-thousandth of an inch) but we're finding errors as much as 0.0004" (four-thousandths) in the cylinder bores.
Insignificant? Perhaps, but I was expecting to see exactly what they told me, not something that's 4/10,000's off.
They also completely ignored the coolant plugs in the block that they removed. Yes, you do have to remove them to properly dip the block, but you're supposed to REPLACE them too... Duh.
Oh well, we still have more to check tomorrow. It's 2:00am here, time to sleep for now.
-Red-
The engine is going on a 1200-mile break-in process, during which time it will be running completely normally aspirated. I will dyno the engine when it's fully broken in but still N/A, just to see what it does. But take into mind: the new engine is running lower compression, stock cams (for right now) and a bunch of fairly tight tolerances. I also live more than one mile above sea level; a typical N/A engine at this altitude loses somewhere between 17-18% of it's power simply because of lower barometric pressure here.
I expect that, when this engine has 1200 miles on it in normally-aspirated mode, it will still make more power than my previous setup did... Mostly because of the fully standalone engine management and because of the much tighter piston-to-head quench clearance and "loose" piston-to-wall clearance. I'm hoping together with my I/TB/manifold/H/E setup that it can throw better than 140 to the tires.
Turbocharged numbers will be in several stages, and will not be available for at least another 60 days.
As an aside...
The machine shop did a less-than-stellar job on my block. None of the clearances are so far out to cause problems, but they are not quite up to what I expected. I was told they do work to the nearest 0.0001" (ten-thousandth of an inch) but we're finding errors as much as 0.0004" (four-thousandths) in the cylinder bores.
Insignificant? Perhaps, but I was expecting to see exactly what they told me, not something that's 4/10,000's off.
They also completely ignored the coolant plugs in the block that they removed. Yes, you do have to remove them to properly dip the block, but you're supposed to REPLACE them too... Duh.
Oh well, we still have more to check tomorrow. It's 2:00am here, time to sleep for now.
-Red-
