Heart transplant K11, don't ban me yet! |
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daskulthomas
NPOC Guest Joined: 09 Sep 2018 Online Status: Points: 11 |
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Posted: 21 Mar 2019 at 4:52pm |
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CA18ET S12 GA16de+T25 K11 |
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roy.2
NPOC Elite Member Joined: 23 Jan 2010 Location: Nr Bourne Lincs Online Status: Points: 3976 |
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Not working for me either.
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Roy
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ragt20
Admin Group Swiss Tony Joined: 02 May 2003 Location: Other Online Status: Points: 69658 |
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looks like nice work, but the youtube vids not working for me..
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FAO : Laurens, I am not Shaun.
FAO : bavs83, I am not Tan. VZR-CHECK, VZR-N1-CHECK, P11 VE-CHECK, P12 20V-CHECK, XTRAIL VET-CHECK |
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schwen
NPOC Member Joined: 20 Apr 2007 Location: Spain Online Status: Points: 5225 |
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What a huge amount of work! Well done
Btw, loving the wing mirrors and the door caps for the oem ones |
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P10 Army - G20.net MOTM April ´09 - NPOC.co.uk COTM April ´11
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daskulthomas
NPOC Guest Joined: 09 Sep 2018 Online Status: Points: 11 |
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First start utilizing CAS First & last symptoms of CAS failing Taking an acquaintance for a ride long after 36-1 crank position wheel was fitted
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CA18ET S12 GA16de+T25 K11 |
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daskulthomas
NPOC Guest Joined: 09 Sep 2018 Online Status: Points: 11 |
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Block and
drive sorted for, the stock radiator wasn’t gonna fit back in place cause of
the garrett protruding (the eagle eyed would’ve noticed). What I did was
compare small aluminium radiators online and settled for this classic mini design.
It fits comfortably between the headlights and doesn’t sit in the way of
anything. The stock joiners were 25mm od, in fear of choking coolant flow these
were cut off and welded 35 od tube in place.
The
planning was to run the whole thing of a SR20DE ecu with nistune to optimise
the mismatched setup.. after a number of weeks trying to figure how to splice
the two looms together, I decided the setup wasn’t only confusing but not
ideal. I sold the nistune ecu and asked a familiar for advice on installing
megasquirt.
What you
see here is an ms2 board in a waterproof casing next to a stock Nissan ecu, it
needs about 60 less in-/outputs. Switching to MS the things altered included
removing the bulky MAF sensor and replacing it with a mazda MAP sensor accompanied
by an intake temp sensor to calculate fueling. You could run MS easily off a MAF
but measuring Manifold Pressure as close to the inlet ports as possible means
you won’t have to account for pressure gains and/or losses, what we see on our
pressure (boost) gauge is exactly what the ECU reads as well. MS uses a more
basic trigger system and it’s processor isn’t fast enough to read the stock Nissan
360/4 optical trigger discs. An aftermarket 12-1 wheel was fitted and managed
to get it running for a while!
aftermarket optical trigger disc magnetic trigger setup (reads 0 ohms whenever tooth passes by) After a bit
of trail and error on trying to get to read the camshaft position correctly we gradually
lost signal during our first test drive,.. (in a nutshell older MS-boards don’t
like hal sensors) in turn we later on fitted a 36-1 trigger wheel for
crankshaft position, which is still going strong. Finding true TDC to determine crank position Photo of it
arriving at MOT on it’s own power. Videos added
in a later post. |
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CA18ET S12 GA16de+T25 K11 |
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daskulthomas
NPOC Guest Joined: 09 Sep 2018 Online Status: Points: 11 |
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Thank you all for the kind comments! To be
quite frank I didn’t expect this forum to be as active, or maybe the stupidity
of this build is attracting the attention. 😊
A Lot has happened in the meantime, but I’ll
attempt to write everything as chronological as possible. I left off upgrading the fuel gallery, I
rebuilt the turbo myself a few months ahead, as it turned out the rotating
assembly casting had warped. The entire rotating assembly is all new parts;
housing from Melett, turbine wheel from Kinugawa, upgraded to a 360 thrust
bearing and tapered oil seal. Upon bolting that all that was really left was to
plumb the oil and water lines to the turbo. Oil feed was tapped off the oil
pressure sender with a T piece and I had some lines made up at the local
hydraulic shop, an oil restrictor is not something they usually sell so I just
welded it shut and drilled it through with a 2mm drill. it’s not a ball
bearing, but I doubt it would hurt doing so. Water lines were pricey stuff, only cause
600psi stuff was the only stuff in stock that would fit a 14mm banjo onto the
rotating assembly. There’s a coolant
plug on the exhaust side of cylinder 3, I decided to utilise that for a feed
and weld a bung onto the retour pipe for the exiting side. In a previous post I welded a beaded pipe to
the oil pan for the return line, however I didn’t like the way how my downpipe
was within an inch of a rubber hose , upon reconsideration a few months later I
lended some stainless hydraulic line and a bender to make up an oil return out
of is. I had a few minutes on the lathe to make a little flange with a chamber
cut inside to house a copper ring to seal the rotating assembly side. The other
end of the line was welded onto a banjo fitting which would connect to a bung
on the pan side. Not only will this refrain any oil spilling from tearing
rubber but hopefully it will support the manifold a little too instead of
everything stressing off the exhaust studs.
I brought the engine on a trailer to a friend
where I had access to a hoist and a dry area to work in. the old cg10 was out
the same evening I arrived, from there it took a few days to align the engine
in and make up some motor mounts. in hindsight I would’ve tried to offset the
engine a little more so I wouldn’t have to cut a piece out of the chassis rail to clear the water pump pulley,
but I’m confident of my welding skills and I’ll probably be doing a little
bracing later on. I decided to keep the stock gearbox as a CG13
box would sh*t itself within a few mild pulls, that doesn’t go without saying
the stock GA clutch would hold up. At the time I wasn’t aware of any readily
available aftermarket clutch kits to fit a GA, I know of an exedy copper disc
but was out of stock on the few places I seen it. Asking around I stumbled upon
a company few hours north that specialise in custom clutches! Basically they
would take in the old clutch and pressure plate, make sure the springs are
within spec and take the old clutch lining off, calculate what linings need sintering
on (a copper composite in my case) and replaced the pressure plate for one with sufficient clamp force. All of
which cost less than a brand new exedy!
old new Since the original box will be used hybrid
drive driveshafts were in order. CG13 CV joints are noticeably beefier than the
10’s at the wheel side so a pair was sourced. The GA gearbox was taken back to
the place where the engine came from, where drive shafts were found that seemed
to fit. When the engine was mounted the CV joints were
taken off and all 4 drive shafts cut in half, the lengths necessary were sorta
eyeballed with the CV stubs in the box and spindle and the suspension
compressed (there’s about 2 inches of play within the stub for margin). A
smooth finish was made on the lathe and a thick walled tube made to fit snug
over the 2 halves and tacked together. To prevent warping and make sure it was
a true straight it was clamped in the lathe before welding it crosswise. I don’t have many photos of the process cause
of the constant trouble shooting and drive to get it done and out as quickly so
I wouldn’t hold up his own agenda , but after 9 days or so the shape was coming
together. |
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CA18ET S12 GA16de+T25 K11 |
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daskulthomas
NPOC Guest Joined: 09 Sep 2018 Online Status: Points: 11 |
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CA18ET S12 GA16de+T25 K11 |
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RS Tom-Hundred
NPOC Elite Member Condiment King Joined: 31 Aug 2005 Location: Cambridgeshire Online Status: Points: 17725 |
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Nice one! Top fabbing!
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schwen
NPOC Member Joined: 20 Apr 2007 Location: Spain Online Status: Points: 5225 |
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Awesome work
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P10 Army - G20.net MOTM April ´09 - NPOC.co.uk COTM April ´11
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