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#46
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Re: Race engine for my race svx.
I finished the crank work a while ago but don't think I posted pictures. Here's a picture of the ECUtune bearings just because they are so awesome.
I got the heads and valves back from being coated and dropped them off for the valve job. I'll machine the step deck onto the block later today while I have the machining center going then clean up the shop to begin assembly. |
#47
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Re: Race engine for my race svx.
What kind of performance gains do you expect with the finished engine?
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1997 Boudreaux LSi 1994 SVX LSi(SOLD) Kool Blue air filter, 4500k HID's, airbox mod, Hella horns, WRX 6 disc stereo, Infinity Reference and Clarion Pro Audio speakers, Infinity basslink sub, ECUtune Stage 1v5, ECUtune TCU, Power mode mod, Mad muffler mod v1.3 |
#48
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Re: Race engine for my race svx.
Quote:
First of all, the fans are wired to come on together. There are 3 speeds dependent on inputs from the ECU, speed sensors, AC and others (don't have the FSM's to look back at) but they are designed to always be on together. If they aren't then you probably have a bad relay. Secondly, the fans are completely ineffective at high speeds. The fan controller actually cuts power to the fans at a certain speed. Off the top of my head I'm gonna say 35 mph, but like I already mentioned I don't have the FSM's here. At the vehicle speeds requiring extended high RPM's there is more air flow across the radiator from vehicle movement than the fans could ever manage.
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Dave - 03 Baja - 92 SVX - 86 Brat - 08 OB 3.0 |
#49
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Re: Race engine for my race svx.
I would appreciate it if you could be more courteous and respectful. I am editing my reply now to have my own tone rather than reflect back what I read.
You are correct that both fans come on together but the information I have indicates that the fans draw far more air through the radiator than driving does and that turning both fans on high at a lower temp like 176 or 180 will likely provide all the cooling Tony needs. Tony has a multitude of coolant temp sensors and wiring to turn his fans on/off manually installed in one of his cars and has monitored the coolant temp before and after the radiator and a couple other places I don't remember. I believe a correct summary of what he found was that the cooling system doesn't cool much when the fans aren't running but when the fans are on high it can really strip away a lot of heat. If my synopsis of his findings isn't quite right I'm sure Tony will politely correct me. He may even be willing to share his information with you if you are courteous. Quote:
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Michael Emery, MBA, MS 94 SVX LSI, Ebony Pearl profile 94 SVX LSI, Ebony Pearl from back Performance and Multi-Fuel Tuning Last edited by longassname; 11-01-2008 at 11:22 AM. Reason: I'm not from PA |
#50
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Re: Race engine for my race svx.
If you have good results overcoming the overheating problem after extended periods of high output operation. I would appreciate some advice. Would like to take my SVX back to the track without spewing coolant all over the engine compartment.
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____________________________________________ 95 LS-i Red, 31,xxx; bone stock for now; Daily Driver 94 LS-i Emerald Pearl, 106,xxx,; 246 whp; Tomyx snorkus and HKS Cold air intake; PWR aluminum radiator, silicone hoses; Inline thermostat; enhanced coolant routing; external power steering and oil coolers; Phenolic intake manifold spacers; 2004 WRX 5 speed transmission; ACT Clutch Kit, Heavy Duty Pressure Plate, Lightweight flywheel, performance disc; Group N motor mounts; ‘07 WRX 4-pot front calipers, cryo-treated slotted Tribeca rotors; Hawk HPS ferro-carbon pads; Frozenrotor rear slotted rotors; SS brake lines, Axxis Ultimate pads; Rota Torque 17x8 wheels; 245/40-17 Bridgestone RE01-R's; Koni inserts with Ground Control coilovers, Eibach springs; K-Mac camber/caster adjustable strut mounts; Urethane swaybar bushings; Bontrager rear sway bar; Urethane differential bushing; Custom Whiteline adjustable rear lateral links; Outlaw Engineering forged underdrive pulley; custom grind Web intake and exhaust cams (11 mm lift, 250° duration); solid lifters; CP custom aluminum forged 11 to 1 pistons, Brian Crower coated SS intake & exhaust valves; Brian Crower upgraded springs w/ titanium retainers; NGK sparkplugs; RallyBob (Bob Legere) ported and polished cylinder heads; Eagle H-beam rods; ACL Bearings; Cometic Head gaskets; ARP head studs & fasteners; Hydra Nemesis EMS; Wideband O2 sensor; 740cc Injectors; Walbro 255lph fuel pump; Upgraded WRX starter; Equal length SS headers (3 into 1); dual Magnaflow cat converters; 2 into 1 into 2 SS exhaust with Bullet muffler; OT Fiberglass hood; Oil pressure gauge; Programmable shift light, 2017 Subaru Forester XT, metallic dark gray, 29,xxx 2005 Porsche 911 Turbo S Cabrio, 24,xxx 2006 Subaru Outback LL Bean, 166,xxx sold 92 LSL Dark Teal, Smallcar Shift Kit - sold |
#51
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Re: Race engine for my race svx.
Quote:
Oh yes sir. Harvey.
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One Arm Bloke. Tell it like it is! 95 Lsi. Bordeaux Pearl, Aust. RHD.149,000Kls Subaru BBS wheels. 97 Liberty GX Auto sedan. 320,000Kls. 04 Liberty 30R Auto Premium. 92.000kls. |
#52
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Re: Race engine for my race svx.
Depending on how serious you are you can do something as simple as steal the IC waterspray system from a 04-07 STi and mount it so it sprays the Radiator. This is what the Mitsu EVO did for years with its "IC" waterspray... prevent overheating at high output since the radiator wasn't getting enough cool air to keep tempatures stable at sustained high output.
Also it looks like you might not have your front undertray on, those help cooling by making more of a pressure drop across the radiator. Last, how about a front splitter, more downforce AND more cooling. Oh and Believe LAN, more fans = more cooling at anyspeed as turning them off decreases the flow through them even if you are going 155. Its all about the pressures before and after the radiator how much airflow you will get across it. |
#53
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Re: Race engine for my race svx.
It's assembly time. I machined the step deck in Tony's block today. If you look very closely at the last two photos you should be able to make out that the rest of the deck is machined a very slight step lower than the liners.
My lesnor Maehr spindle wizard is a very tight machine with a national 40 spindle, xr ball bushing bearings and linear guides, C0 grade precision ground ballscrews, and 750 watt servos on each axis. I just updated the control and have .00005 resolution on the x, y, and z axis and 1/1000 of a degree resolution on the troyke 4th axis. It's very well set up and tuned and I used a 3" iscar tangimill on a sandvik coromant arbor so both the acuracy and finish quality are excellent. Doing the actual machine work takes less time than pulling the pins out of the blocks and getting them bolted to the table. Controling it from my laptop I'm able to walk and peak around all the tight corners as I'm commanding it.
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Michael Emery, MBA, MS 94 SVX LSI, Ebony Pearl profile 94 SVX LSI, Ebony Pearl from back Performance and Multi-Fuel Tuning Last edited by longassname; 11-03-2008 at 08:30 PM. |
#54
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Re: Race engine for my race svx.
The engine looks great can't wait to give it a run.
As regards cooling Mike was correct if I turn the fans on manually (not simple to wire in switches as you need diodes to stop grounding ECU) when driving at 120kph the engine temp drops. One catch I found out is that if you don't run the air con it is impossiable for the fans to run at maxium speed. It might be best to dig out the old thread I had on this issue and not take over this one. Tony
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1995 - SVX 700,000 K Mine, DMS Struts to lift car 2in. Tyres Wrangler Silent Armor 235/70R16, PBR Radiator. 6 speed with DCCD and R180 rer diff, Heavy duty top strut mounts front and rear. Speedo correction box fitted. New stero (gave up on the old one). Back seat removed and 2 spare tyres fitted for desert driving. ECUTune SC sitting in the box for the next SVX. 1992 - SVX 255 K Wife (Want to stay Married so not allowed to fit SC) 1992 - SVX Pearl with black roof race car roll cauge etc ready to race. Ex Tasman Targa car. 1995 - SVX Green low k mint condiation. 1995 - SVX Rally car, ex Matts car. Now to be used on track. 1992 - SVX red & Black being converted to Mid Engine. 1995 - SVX Red 143,000 bit rough. Owned 5 others Subaru back to a 1974 1400 GSR. |
#55
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Re: Race engine for my race svx.
Valve job is done and I dropped off the new valve springs and seals for assembly. I'll be assembling the short block tonight and or tomorrow.
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#56
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Re: Race engine for my race svx.
What are you doing for the head studs/bolts?
-Sov13t.
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Subaru SVX 94' Laguna Blue - 8.5 C/R Built Motor, 6spd |
#57
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Re: Race engine for my race svx.
ARP 2000 head studs
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#58
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Re: Race engine for my race svx.
Michael,
Looks good! Did you ever sell the rod and main bearings you still had on the shelf? -Bill
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Retired NASA Rocket Scientist Most famous NASA "Child" - OSIRIS-REx delivered samples from asteroid BENNU to Earth in Sept. 2023 Center Network Member #989 '92 Fully caged, 5 speed, waiting for its fully built EG33 '92 "Test Mule", 4:44 Auto, JDM 4:44 Rear Diff with Mech LSD, Tuned headers, Full one-off suspension '92(?) Laguna, 6 spd and other stuff (still at OT's place) My Locker |
#59
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Re: Race engine for my race svx.
I've gone through a bunch of them.
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#60
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Re: Race engine for my race svx.
I thoroughly washed the block again after machining the deck, blew it off to dry it, oiled the cyllinders and left it for a couple days to let the bolt holes more thoroughly dry.
I started to assemble the short block today--chemically cleaned the mating surfaces, re-installed the main bearings to the same locations I caged them in, began installing the rods on the crank. When I got to installing the rods I didn't like the feel of the tension on the oil film (actually moly-graphite assembly lube). I know what the right oil clearance feels like and this didn't feel like it; they felt too tight. I re-measured the pins and remeasured the caged rod bearings and I got the same measurements as before. I was measuring the bearings with a 2.0-2.4" brown and sharpe intrimik set with a certified setting ring and the crank with a nsk japan 2-3" outside micro set with a certified standard. Since these two extremely acurate, high quality tools were giving me reliable measurements which I believed didn't match I decided to use a bore gage I could set using the outside micrometer to determine if the standards don't match--they didn't. There's a .0008" mis-match between the standards. I'm not at all happy with the oil clearances being 8 tens tighter than I wanted them so I'm going to have to get the crank polished. Giving each journal and pin 2 turns on a belt polisher will put it just right. |
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