Installshield 2
Gothenburg Superiority
This is simply to keep in the tradition of Andrew's recent post...I assure you everything is perfectly fine...
Its early in the morning and in about 10 hours the engine will be brake dyno'd again...
We have spent the weekend building and breaking in the new internals...and once again I am truely unsure of some of the specs, and here is why...
I still suck at this stuff...I am still a No0B0t at making internal pieces at this point...I don't know how to make pistons...I can make exact rod replicas out of the stock rods out of different metal, but so can a dentist...
Anyway though, I made these new rods extra beefy...they looked kind of squared off...but are a full 7mm longer than stock...making my new rod ratio about 1.55...I win...and they are barely heavier than the first set, and still much lighter than stock...
I had absolutely nothing whatsoever to do with the piston design process that went on friday...about 5 of my friends and fellow students helped with the whole process...Tim roped off the new cams, and the "big" ones are in the engine...I left my spec sheet at school today though and will have everything and I mean everything with me when I get home tomorrow...The pistons were cut friday alongside the rods, and then everything was shot-peened and checked for balance...the crank has been reworked a little and "packed" after being only slightly knife-edged to check for fatigue...it was fine, and I think it is now safe to say that the FS has one hell of a stock forged crank...not light, but strong as s***...We also went through with a order of ARP head bolts, ARP cap bolts, and all new bearings and seals...mostly because this is most likely the final build before it goes in the car...
everything fit together fine...there were some worries at first that the deck height had been miscalculated, and that the pistons were going to come too far up...But we were right...and we are running a measure CR of 12.95:1...I have all the specs for the pistons at school too, in my little corner underneath a slice of pizza, an empty bottle of Mobil 1, and some tools...which is what I refer to as my office...
The pistons are using 19mm titanium wrist pins, that should be up to the task of wrangling the piston up and down...and also these pins are much lighter than the stock pieces, that were used in the first test (new pins of course, but were simply stock pins from the dealership for the first test)...The pistons went through a cryo-treating process that made them an awesome blueish gold color, mostly for the heat changes they will go through...it was free and made them look cool, so I did it...and was pretty easy to do...the wrist pins come in pretty close to the lowest oil ring, but still safely under it with plenty of thick unmarked aluminum between the two...the biggest chunk of room came from moving making the upper ring lands smaller (lots of POWER!!!, but this is not great for strength) and beveling out some room underneath the piston crown on the "inside" of the piston for the small end of the rod to move slightly...this was done during the initial machining, and everything was shot-peened and pressure tested afterwards...overall, that is how we kept the assembly within the parameters of the stock deck height and increased the rod length...overall making the rod ratio a little higher for safer crazy revving...I was told that I could go with up to 9mm "safely", or 10mm if 17mm wrist pins are used (which are the stock size) but I didn't want to risk it...1.55 is right around a B18C5, so I could easily get to over 9 grand now if I had less stroke...thats fine with me...
As far as the head we went with the bigger set of cams made a few weeks ago...just from memory the duration is something like 230@.050", but I am unsure of the seat duration as well as the overall lift and ramp magnitude/angle...I read the numbers a while ago, but they looked just like that...numbers...I have a hard time understanding them when I don't have the stock numbers right in front of me, I will get those today and post them though...in either case they are much bigger...We also went with higher spring rates for the valve springs, 3-angle'd the stock valves and seats...port matched the intake manifold, cut the head ports a bit, and minorly polished them (didn't "mirror" them as some guys want to do, that can cause puddling and other turbulence problems that hurt power)...The TB was left alone...the same custom intake with a cone filter is being used...and we were hoping to get a chance to polish the intake mani, but didn't before this weekend...so it has been left completely alone other...
finishing it up was a fresh set of Deves "gapless" piston rings sourced from a shop out of Miami...I believe paeco has these too...
other than that it was run for a bit at varying speeds to get fully broke in before todays thrashing...I have 75% water coolant in, with the stock radiator...and a bottle of water wetter too...we put three new fans on the floor in front of the radiator for approx. 80mph of air to blow through it...(they are those crazy little snail shaped things you sometimes see at wal-mart if you are in there at 4 a.m.)...they can blow a max of 80mph, but only one of them makes too broad of a stream to cool the rad. affectively...so we stole three from the civil engineering deparment...they don't mind because they are not cool enough to use them for a radiator...
Mr. Motec came and set up his rig...and I watched and pretended to be busy with calculations and formulas on an empty sheet of paper...
The coolest part too is that I get to wear a white lab coat today...and probably big goggles if I am feeling nuts...
One minor thing we are looking into is the fuel system...I completely forgot about this last time...the motec system uses its own injectors and custom rail we made...we kept the specs similar to stock as much as we could..it uses a 6 gallon tank with an adjustable pump and same type of rail setup as stock, but the motec thing will only control its own injectors...which is why it had to be used...All the pressures and specs from the stock car were adjusted into the pit stand so we have an idea of how well the stock system does with this engine...same for the ignition system...it uses a wasted park system from the motec setup...but is very similar to our stock system...
But its more or less meaningless...it may turn out that i need some better coils and bigger injectors once in the car, but these parts will not change the output...it just may be was is necessary to make the ouput if you know what I mean...So in short...if we have to adjust the motec's fuel system farther than what the stock system, we will know that the stock system will need to be upgraded in order to complete this entire setup...may not even happen though...
But honestly this thing is going to be crazy...It idles so freakin' stupid silly ass nuts...just lumpy and bad, and then springs to with just a tap...With the leftover billet we made a balanced 9lb flywheel, including ring gears to keep it accurate...and I will probably keep that in for the install into the car...last evening was the tuning process, in which we tried to get what we felt was a good baseline before the more complex and exact tuning we will do today...but just from hearing it rev yesterday I can already tell it is at least as strong as the last build...we shall see in a couple hours...
This last part is a crappy disclaimer that I should put in here...If you know of the university that this work is being done, keep it quiet...I was told that it could get bad if the wrong people find out that the million dollar equipment is being used over the summer for some chumps engine build...I already know that all the professors and admins that run the equipment will deny any work they have invovled with it, and just that us couple students doing the work will be said to have done the work "without full permission"...its not a big deal, just don't call the university and ask if you can come over and use their s***...a lot more higher up people did not know anything about this whole thing...it started as a design project for a summer class that is now over, but a lot of people took interest and helped me out ten-fold...anyway, thats it...I just know a few guys from psu are on this board sometimes, if you want to see the work in progress...contact me, NOT THE MECHANICAL ENGINEERING DEPARTMENT!!!!
Its early in the morning and in about 10 hours the engine will be brake dyno'd again...
We have spent the weekend building and breaking in the new internals...and once again I am truely unsure of some of the specs, and here is why...
I still suck at this stuff...I am still a No0B0t at making internal pieces at this point...I don't know how to make pistons...I can make exact rod replicas out of the stock rods out of different metal, but so can a dentist...
Anyway though, I made these new rods extra beefy...they looked kind of squared off...but are a full 7mm longer than stock...making my new rod ratio about 1.55...I win...and they are barely heavier than the first set, and still much lighter than stock...
I had absolutely nothing whatsoever to do with the piston design process that went on friday...about 5 of my friends and fellow students helped with the whole process...Tim roped off the new cams, and the "big" ones are in the engine...I left my spec sheet at school today though and will have everything and I mean everything with me when I get home tomorrow...The pistons were cut friday alongside the rods, and then everything was shot-peened and checked for balance...the crank has been reworked a little and "packed" after being only slightly knife-edged to check for fatigue...it was fine, and I think it is now safe to say that the FS has one hell of a stock forged crank...not light, but strong as s***...We also went through with a order of ARP head bolts, ARP cap bolts, and all new bearings and seals...mostly because this is most likely the final build before it goes in the car...
everything fit together fine...there were some worries at first that the deck height had been miscalculated, and that the pistons were going to come too far up...But we were right...and we are running a measure CR of 12.95:1...I have all the specs for the pistons at school too, in my little corner underneath a slice of pizza, an empty bottle of Mobil 1, and some tools...which is what I refer to as my office...
The pistons are using 19mm titanium wrist pins, that should be up to the task of wrangling the piston up and down...and also these pins are much lighter than the stock pieces, that were used in the first test (new pins of course, but were simply stock pins from the dealership for the first test)...The pistons went through a cryo-treating process that made them an awesome blueish gold color, mostly for the heat changes they will go through...it was free and made them look cool, so I did it...and was pretty easy to do...the wrist pins come in pretty close to the lowest oil ring, but still safely under it with plenty of thick unmarked aluminum between the two...the biggest chunk of room came from moving making the upper ring lands smaller (lots of POWER!!!, but this is not great for strength) and beveling out some room underneath the piston crown on the "inside" of the piston for the small end of the rod to move slightly...this was done during the initial machining, and everything was shot-peened and pressure tested afterwards...overall, that is how we kept the assembly within the parameters of the stock deck height and increased the rod length...overall making the rod ratio a little higher for safer crazy revving...I was told that I could go with up to 9mm "safely", or 10mm if 17mm wrist pins are used (which are the stock size) but I didn't want to risk it...1.55 is right around a B18C5, so I could easily get to over 9 grand now if I had less stroke...thats fine with me...
As far as the head we went with the bigger set of cams made a few weeks ago...just from memory the duration is something like 230@.050", but I am unsure of the seat duration as well as the overall lift and ramp magnitude/angle...I read the numbers a while ago, but they looked just like that...numbers...I have a hard time understanding them when I don't have the stock numbers right in front of me, I will get those today and post them though...in either case they are much bigger...We also went with higher spring rates for the valve springs, 3-angle'd the stock valves and seats...port matched the intake manifold, cut the head ports a bit, and minorly polished them (didn't "mirror" them as some guys want to do, that can cause puddling and other turbulence problems that hurt power)...The TB was left alone...the same custom intake with a cone filter is being used...and we were hoping to get a chance to polish the intake mani, but didn't before this weekend...so it has been left completely alone other...
finishing it up was a fresh set of Deves "gapless" piston rings sourced from a shop out of Miami...I believe paeco has these too...
other than that it was run for a bit at varying speeds to get fully broke in before todays thrashing...I have 75% water coolant in, with the stock radiator...and a bottle of water wetter too...we put three new fans on the floor in front of the radiator for approx. 80mph of air to blow through it...(they are those crazy little snail shaped things you sometimes see at wal-mart if you are in there at 4 a.m.)...they can blow a max of 80mph, but only one of them makes too broad of a stream to cool the rad. affectively...so we stole three from the civil engineering deparment...they don't mind because they are not cool enough to use them for a radiator...
Mr. Motec came and set up his rig...and I watched and pretended to be busy with calculations and formulas on an empty sheet of paper...
The coolest part too is that I get to wear a white lab coat today...and probably big goggles if I am feeling nuts...
One minor thing we are looking into is the fuel system...I completely forgot about this last time...the motec system uses its own injectors and custom rail we made...we kept the specs similar to stock as much as we could..it uses a 6 gallon tank with an adjustable pump and same type of rail setup as stock, but the motec thing will only control its own injectors...which is why it had to be used...All the pressures and specs from the stock car were adjusted into the pit stand so we have an idea of how well the stock system does with this engine...same for the ignition system...it uses a wasted park system from the motec setup...but is very similar to our stock system...
But its more or less meaningless...it may turn out that i need some better coils and bigger injectors once in the car, but these parts will not change the output...it just may be was is necessary to make the ouput if you know what I mean...So in short...if we have to adjust the motec's fuel system farther than what the stock system, we will know that the stock system will need to be upgraded in order to complete this entire setup...may not even happen though...
But honestly this thing is going to be crazy...It idles so freakin' stupid silly ass nuts...just lumpy and bad, and then springs to with just a tap...With the leftover billet we made a balanced 9lb flywheel, including ring gears to keep it accurate...and I will probably keep that in for the install into the car...last evening was the tuning process, in which we tried to get what we felt was a good baseline before the more complex and exact tuning we will do today...but just from hearing it rev yesterday I can already tell it is at least as strong as the last build...we shall see in a couple hours...
This last part is a crappy disclaimer that I should put in here...If you know of the university that this work is being done, keep it quiet...I was told that it could get bad if the wrong people find out that the million dollar equipment is being used over the summer for some chumps engine build...I already know that all the professors and admins that run the equipment will deny any work they have invovled with it, and just that us couple students doing the work will be said to have done the work "without full permission"...its not a big deal, just don't call the university and ask if you can come over and use their s***...a lot more higher up people did not know anything about this whole thing...it started as a design project for a summer class that is now over, but a lot of people took interest and helped me out ten-fold...anyway, thats it...I just know a few guys from psu are on this board sometimes, if you want to see the work in progress...contact me, NOT THE MECHANICAL ENGINEERING DEPARTMENT!!!!
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LMAO!!!!!
