DISCLAIMER: The 18” wheels pictured are NOT what will be used on the car, they’re just on there so I can roll it around the shop :)
So here we are, another weekend has come and gone and the car is ever so close to firing up. I’m now down to the nitty-gritty so to speak and it seems like all the problems now are nit-picky little stuff. Little stuff that is really, really annoying since almost every problem encountered now requires a trip to an auto parts store or across town to get taken care of.
This past weekend was spent rolling the car out of the trailer, towing it into the shop, replacing the driver’s side CV shaft/axle, doing a little harness repair and modification, running the battery relocation wiring, installing the intercooler piping, running the turbo coolant lines, and other general shop buffoonery.
The car was put on hte lift for the CV shaft replacement which went smoothly, no trouble here. I saved the old shaft to rebuild it myself and purchased a replacement from a local auto parts store. Interestingly enough replacements are getting kind of hard to find but one was sourced and it was pretty cheap.
It was time to relocate the battery to the trunk so I purchased some (20ft) 1/0 gauge welding cable and went to town. The cable is super heavy duty, made in USA, and should get the job done with little resistance. I began in the engine bay and decided to just run it under the car as opposed to through the interior for ease of installation. This cable is meant to be lugged around on a shop floor all it’s life so I’m pretty confident it will work for my application as well :)
Pictured above is an aftermarket intake pipe with the factory MAF which will be used with the factory ECU/injectors just to break in the drivetrain etc. You can also see the 1/0 gauge cable and some of the harness I was working on.
Underneath the car we have the 1/0 gauge cable on the left side frame rail and the feed/return fuel lines on the right side frame rail. These are zip-tied for mock up but will be secured in place with cushion clamps and bracketry which future me will figure out. Also pictured: the 3” downpipe, reman’d transfer case, shep stage 4 race trans, reman’d driceshaft, and a chromomoly front crossmember bar :D
Here is just a snippit of the intercooler piping, this car has a suprisingly snug engine bay and it can be a major pita to fit anything in there!
Here’s a shot of the oil cooler thermostat sandwhich plate. I just plugged the -10an outputs until I have time to figure out how I’m going to run the lines to the cooler.
My previous turbo was an aftermarket journal bearing unit that was not watercooled. The new turbo has a ball bearing CHRA and requires coolant lines so I had to dig out a different water pipe, media blast it (yes btw, that weld is how they come from the factory), and install a -6an fitting for the coolant line.
Here’s a shot of the turbo, it’s an FP “DSM 86” model which is basically a Garrett GT3582R that has been modified with an 86mm billet compressor wheel and bolt-on SS turbine housing. Also pictures is their recirculated 3” O2 housing, TiAl v44 wastegate, and blah.
So all that is back in, and I’m probably a weekend or two away from firing the car up and breaking in the drivetrain. After that I’ll wire in a few more sensors and switch over the the AEM series 2 ECU, and get her tuned!