South East Scoobies - View Single Post

#5 26-06-2010, 06:34 PM

So tomorrow I'll do the required grinding and give the block yet another thorough wash before 1st proper assembly for measurements to take place

Daz......

First job this morning was to just grind off the offending lug on the block. Simple task and a 2 minute job with a dremel.

So Before:

After:

The bearing is now seated as it should be.

All main bearings in place.

Plastiguage cut off and positioned to measure the bearing oil clearance.

The other half of the block complete with the other half of the bearings was then put in place and torqued up to Subaru specs.
This then squashes the plastigauge flat the size of which is compared to a chart and thus gives the bearing oil clearance measurement.

So I now know that the main bearing oil clearances are as follows:

No.1 =0.035mm
No.2 = 0.045mm
No.3 = 0.045mm
No.4 = 0.040mm
No.5 = 0.035mm

Next up Big end bearings. That's this afternoons job.

Daz.......

Right back to P2

Measured big end oil clearances also using plastiguage.

The were all consistent and as they should be.

Rods and crank assembled and placed on block ready for the next stage.

Ok after lots of assembling, disassembling and measuring the short block is now finally built.
The block required a bit of additional work to make clearance for the Crower rods. Although the crank would rotate through 360 degrees no problem when doing it by hand with a spanner on the crank I felt the smallest bit of resistance. This meant the block had to come apart yet again to allow for some material to be removed from the underside of the block. After the material had been removed the block was reassembled and the crank was rotated by hand, problem solved.

So it was now time to build the block for one last final time.
So EVERYTHING was cleaned and washed (where applicable) dried and blown over with an a burst of air from my compressor to get rid of any unwanted, lingering bits if dirt or swarf etc.

Once I was happy that everything was clean enough i built the block up, fitted the modified RCMS oil pump, water pemp and finally the RCMS 14mm WRC headstuds.

The next job will be to collect the heads from RCM following their Team Ice Port and polish, one piece bucket conversion, bronze valve guide conversion, head skim and 14mm stud conversion. So I'll collect the heads and all the valvetrain components at somepoint this coming week.

Daz.....

*****WARNING AUTOMOTIVE PORN*****

Ok a bit of an exageration but none the less you have been warned

I've been down to RCM today to collect the heads for this build. I knew they'd be good but even my expectations were exceeded today.

These heads is where a large part of the budget has gone.
They have had the following done:

Team Ice Large Port Conversion
Team Ice Port and Polish
WRC Combustion Chamber Conversion
High Lift Cam Conversion
One peice bucket conversion
Bronze Valve Guide Conversion
Head face Skim
WRC Inlet and Exhaust Valves
High Lift Cams
Double Valve Spring Kit
Titanium Retainers
Double Spring Spacer

I've also ordered a set of Vernier Cam Pulleys which will be here next week.
Assembly of this lot will start next week when I collect the spring spacers, vernier pulleys and modified head gaskets (14mm head stud ream)

Without further a do the promised automotive Porn...

and finally some 1.6mm thick 98mm dia Cometic Head Gaskets

Both block faces and heads have been skimmed and the chambers have been matched to the bigger bore size. I'm going to measure the combustion chamber tomorrow and work out the exact comp ratio now that I have the heads back in my posession. I'm not expecting them to be too far out but will know exactly what they are tomorrow.

Daz.......

I will be collecting the shell from SPR Coachworks this coming Saturday then heading Norf to drop it off with Daz for some trial fitments as recommended from RCM.

The shell has not received too much work as of yet due to other commitments but SPR said a month up Daz's will be good to allow them to shift other customers work and they intend to hit P2 on it's return.

I've CC'd the cylinder heads this afternoon which for those that don't know is working out the volume of the combustion chamber.

Grease to seal around the bore.

Mulitpack CD cover ideal for this job

Fill the sealed hole with fluid

It took 47cc of fluid to fill the sealed chamber and the piston dish is 20cc.

So with the 1.6mm thick gaskets this gives us a compression ratio of 8.45:1 or thereabouts. That will do nicely

Daz........

Just collected the rolling shell all trailered up ready for a 4.00 am start up to DD's.

Will be leaving it there for a month or more so Daz can trial fit the motor, box and everything else.
All the braided is being removed (fuel, fire eater system, hydraulics (handbrake) etc and staying with Daz.

When he is happy I'll have the 22B bumper / splitter and arches waiting at SPR Coachworks. New bonnet & reverse scoop is already there.

Just need Turbo, headers, exhaust, seats, harnesses, suspension, brakes, wheels, toilet roll holder and a few other bits.

The next time Daz sees the shell it will be all lovely and shiney and ready to fit all that has been tried & tested.

Will then be off to the boys at RCM to do their stuff checking, balancing, alignments, mapping etc. Running in will be on a dyno, not roads.

Decided on a cool colour scheme but not telling a soul unless advanced cash payment are extremely high
There will be 4 names (decals) very evident on the finished car, all of who had major parts & one long term sponsor.

All down to me then to learn the cars feel, find it's limits (that will be a fookin laugh knowing how mental the P1 is)

Should have the best part of 650 Bhp weighing in around the 1100 kgs mark)

YEEEEEE FKN HAAAAAAAAAA

Clive......