well time for an update....
Al now owns TWO W'* he just scored his brothers 93 LQ1 B4U GP :willynilly:
if you donít know the history, Joe needed a car and Al and I went with him to like 10 dealers before we found the GP, drove great but I found a major oil leak at the rear cam carrier gasket which helped us get it for 2600$ vs the 3500$ asking price, we fixed the carrier gasket in a day while at the same time doing the T belt and oil pump drive o ring (without removing the cyl head, i think i put that in a post somewhere)
at which point a couple weeks later he put ATF in the master cylinder (he had checked the trans level with the dipstick, and dipshit added to the master
) so it has all new brakes, calipers, hoses, lines, master cylinder etc.
well within the last month after a heavy rainstorm, guess who hydro locked his LQ1...yup Joe when Al and I went to look at it we pulled the sopping wet filter out and looked at the TB at which point i opened the Throttle blade and about 3 cups of water poured out
the oil dipstick showed about a quart or so of over filled (probably from water...)
needless to say the engine is fucked, we cant even turn the crank with a 4 ft breaker bar
so Iím willing to bet that the connecting rods look more like L'* than 1'*
The Water line was up to the HEADLIGHTS!!!!! Interior was soaked yada yada yada
so after Joe got cut a check for 2200$ (after -400 for the buyback) we helped find him an 03 Bonneville SSEi Fully loaded!!!! L67 with 40K on the clock for 18k out the door.
(i'll be getting him on here soon)
So Now Al has the GP with a salvage title (no big deal it'll be a winter driver heheh) and we now have a home for the worked over 3100 that will be coming out of the 442, so we have to swap the 94 Cutty 3100 engine/harness/PCM to the 93 GP
and now to the update on the 442.... :biggrin:
we have completed the 3 piece rear firewall top cover,
it is a multi layer setup consisting of the fabric top spray adhered to the 1/8th inch thick aluminum sheet, 3/16ths fiberboard underneath, with 1/64 inch thick aluminum sheet under that and on the inside of the engine compartment is the CoolTec thermal mat glued to it. Around the perimeter of it is 3/8ths inch aluminum C channel which is drilled and riveted around the perimeter to hold it all together, these things are f#%king strong!!!!
the main center panel was put in front of my 30K BTU propane torpedo heater (engine side towards heater) and after 30 minutes the fabric side was just a few degree'* warmer! Success!!!!! :biggrin:
We can now be assured that with the AC on full blast the interior can get cooler than 80* on a hot day with both engines running!!!! WOOT! (man was it a hot car at UMM3 lol)
unfortunately there is really no way to keep the rollcage from transferring some heat to the interior, but hey, it'* a twin engine car...compromisesí must be made, comfort loosing out of course to function
the panels fully comply with NHRA/IHRA specs for engine firewall construction we still have to work on the latch/holdowns for the main access door/center panel
these are the last firewall we will be building, this was very labor intensive to have them turn out this perfect
check em out, the front wall (steel) just needs a bit more grinding and fabric covered over it, then onto the center console/main electrical center
dont mind the bag over the K&N, just to keep it clean and the blue masking tape is there to keep the fabric taut as the spray adhesive cures
gotta get a 36 inch neon for the rear compartment, we broke the other one, this light needs to go in front of the engine/intake to reflect off of the mylar of the cooltec thermal/noise barrier
these panels are very labor intensive (i have to emphasize that) but look F'n sweet! well worth the time... the panels slide into a 1/2 inch aluminum C channel screwed and sealed to the upper 2x2x1/4 cross tube above the strut buckets and will be bolted down in the front though we are considering quick release Dzus fasteners for the middle panel since it will be the cover removed most often for maintenance.
and now to the front 3800 buildup...
L67 top end on an L36 shortblock with a crapload of 3800 oiling and cooling improvements are the current plan for cheap power for the front...
just grabed a cheap 96 LIM and VC'* from the Jyard the other day, got em for 30$ with a couple other small items for the 442 exterior
the blower needs a coupler and is a warrantied blower from a 2000 GTP with ~ 60-80K on it (box has Sullivan Pontiac- a local dealer on it) i scored it for 50$
and eric'* l67 TB and MAF from his 98 Riviera since the tune for his N* and LQ4 is so good (he dont need it, we do lol)
the sick part is Al wants to throw the turbo on feeding the blower, and have me make a custom M90 manifold for my SI/SII project, and have the turbo that is going on the LN3 onto that
i could see doing that on the rear engine eventually since blowers have better low rpm Tq but a stall can help us there off the line as well as some serious rear suspension work, a blower would prob help more in the rear, the front already breaks em loose, i'm hoping the weight of the iron L36/67 will cut down on front wheelspin :burnout:
i dont know about a twin, twincharged 3800 442 though
i cant decide whether Al or the 442 is more insane
once the longblock is together it and the 01 GP GT harness and PCM will be going into the front of the 442 with some wiring changes to make use of the built 60e already in the front, with some codes deleted by Powrtuner.
at that point since we will be using 3 secondary electrical systems (front and rear powertrain, and vehicle wiring for lights etc) with 1 primary (main power for starters, fuse panels) we will also go ahead and weld in the halo bar and front down legs of the 10 point rollcage as well as we may turn it into a 12 point cage with through firewall tubes to tie into the front unibody rails, we need the L36/67 in there for clearance checking
and then we will start with the from scratch dash assembly to hold all the Autometer gauges, two check engine lights and two DLC connectors (basically two of everything lol)
so it looks like the next time the 442 see'* the track we'll have a powrtuned M90'd L36 in the front with a turbocharged SI 3800 in the rear (we are looking for another 01 GP harness for the rear, OBDII the SI) with a WOT actuator for dragstrip launching and a full rollcage with custom dashboard...
I am currently working on improvement'* to the oiling system and block of the 98 L36 shortblock as well as other small improvements to eek out as much power as possible (relieving the top of the bores to unshroud the valves, crank scraper etc.)
in this pic you can see the much smaller number 2 and 3 main passages that are even further restricted by the cam bearings, i am working on a fixture that should let me gauge the thickness of the main webs and how far i can drill them out to (i doubt there is enough material for a 10mm passage like the number 1 main and probably more like the number 4 main dia of 8mm, 2 and 3 are ~7mm but at the cam bearings the area of the passage is equal to a ~4.5-5mm dia hole...hardly sufficient to provide enough oil to the main bearings and #2,3,4,5 rod bearings at high rpm...even with really tight bearing clearances.
the pressure drop at the cam bearings is detrimental any way you look at it...
we need to focus on getting the 3100 in the 93 GP and parts for the L36/67 going in the front of the 442