Covers are on, hole for the tensioner is made, I’ve wrapped the exhaust side with copper insulator (more about that later) and found about one trillion of small details that need to be addressed before swapping engines.
My first draft for the turbo oil and coolant lines. I did the drawings first and then, it seems, that I walked over my own plans. Shoeprint doesnt lie. 🙂
Got a cheap thermometer, one of those DS18B20 thingys to calibrate both coolant and air temperature sensors. The coolant sensor went pretty well, but the air temp sensor is still work in progress.
This is the famous exhaust of Damocles that looms over the heads of those who visit the toilet.
This is four liters of fluid in oil pan. I had to test it.
Got some Aeroflow fittings to properly make all the needed oil and fuel lines.
Short story what happened in Widrics’ world – mainly the adventures of his Type R.
Widric bought a less restrictive downpipe, we swapped it and a HKS super something exhaust, managed to fix boost leaks, swapped a bigger intercooler, changed oil and oil filter, fixed the front CV joint boot and changed tires.
Then we went for a spin, came back pretty quickly because we forgot to tighten the wheels and went again.
We slid around the building few times and the car felt strong, really strong. Then, suddenly, Widric said that the gearbox was gone, he couldnt change the gears anymore.
We rolled in front of our door and I smelled that trademark murky hot smell of clutch and when we stopped, a cloud of smoke came from under the hood.
We havent yet diagnosed what went wrong, but I guess the clutch and flywheel got fused together. Im pretty sure that we havent made a single successful trip to anywhere with that car.
Still, Widric is in good mood. Ive had to remind him twice to look for a new clutch instead of bigger turbo 😀
One thing I love with all aluminium pulleys is when they’re heated, they expand so much that they cant get stuck.
I wanted to have the trigger wheel behind the crank pulley, but 4A-GZE covers dont allow this. This was mentioned on the T3 web page, but I had my fingers crossed that this would work.
Trigger wheel is going to be in front of the pulley then
Custom oil return line! Adapter at the 90° end is 3/8″ NPT to mate with the turbo and at the straight end, a AN/JIC bulkhead fitting
Below: Because moving alternator from the front side of the engine to the back side, I have to use different coolant lines. This makes the stock knock sensor location inaccessible. I’m not going to use the stock knock sensor, so I’m not yet sure how this turns out.