The intercooler saga appears to be behind me. Garrett intercoolers are not guaranteed to be air tight – this was an interesting fact to me and honestly a reason I’ll probably switch camps for future turbo needs.
The intercooler is mounted to the radiator. The radiator is mounted to the car.
I decided to go with AN fittings and lines for the coolant systems. I blocked off the radiator neck and have installed one in the back of the motor. The line setup was very simple. I may need to add a vent on the top of the radiator to eliminate air pockets.
Some new parts were ordered to get things finished up- some exhaust bends, intercooler hose clamps etc. With some luck I’ll even be able to get to the drive shaft area and measure for one soon!
One other change was ditching the water pump housing that I previously cut off the tensioner bracket. I went back to the ep3 pulley and tensioner and a 50.5” belt. The fitment was perfect and being an oem solution I feel like it’s one less thing to worry about now! Phew
No liability is expressed or implied. I recommend you hire an electrician. This PDF should serve as a good reference to get them oriented for an installation. Improper installation could result in serious injury or death. Hire an electrician.. Its probably cheaper than your insurance deductible!
I would be lying if I said I’ve enjoyed building this intercooler. It seems to have fought me the entire time.
For never having welded aluminum – I’m happy with the look of the weld. Unfortunately when I went to pressure test it I have a number of leaks from the core. Like a bad game of “whack a mole” I seem to fix them and then find new ones..
Sadly at this point I’m going to cut off the end tanks and try again. It’s unfortunate but I am not sure what other choices I have. Most shops are not willing to try welding the current project and I’m not ready to throw a $400 core away. Stay tuned for updates
The process of putting together a turbo manifold was a lot more stressful to me than any other part of the car to date- besides the header before it.
The need to visualize and start to piece together weld elbows and straight piping isn’t something that I would consider a strength of mine. More of the opposite. I approached it the same way as I do many things in life. Identify the starting point, then the destination and finally connect the dots.
I started by bolting on the head flange which was easy because it was a quality piece and didn’t require me to crush the pipe into an oval. Then I mounted the merge collector on the turbo and slid in a piece of metal bar stock between them so I could mount it to the chassis with clamps. With the start and end identified it was simply about filling in the gaps
I started with the hardest runner first and tacked pieces together. It actually went along easier than I expected as I would tack and slice elbows until it went where I wanted. Occasionally an elbow was sacrificed but at $5 a piece it was a small cost of less than $15 to have a well fitting manifold.
At the end of the day it took far more money to build the manifold than I expected. Here is a quick run down of why mine was expensive:
Merge collector with flange-$80.
12 weld els-$70 (only used 9).
Straight stainless tube 12” long- $8.
Filler metal in 308L and 309L-$30.
Dual port argon regulator $130.
Argon $60 for 120 cu ft (used a good bit because of back purging
The parts were not that expensive but the 3 hours of fabrication to mock it up and 16 hours for welding it was more than I expected. This is probably a startup and learning cost of I had to state a reason. If I had the tools it would have been cheaper (I had the TIG welder..but this was largely it’s first use). A friend that is a solid fabricator (professional) said he would do it for $800. That’s a pretty good deal in my eyes.
Up next is to evaluate if polishing will work or if I should coat it followed by the down pipe and wastegate output into the exhaust. While I hate the fact the turbo is outside the chassis- there just were no other choices.
I know I have strengths and I know I have weaknesses. More often than not I tend to maneuver to highlight my strengths and minimize my exposure to weaknesses. Unfortunately 3D spatial design is a huge weakness
The process of making headers for the original motor was incredibly difficult and one I hated every second along the way. Now I had a box of bends and flanges and had to make the turbo manifold. The progress is slow and as of this post it is not complete.
Placement was difficult and unfortunately cannot fit in the bodywork. As a result of a frame piece I will land up hanging the entire turbo outside of the bodywork and as a result I’ll probably just skip that panel entirely.
The results should be positive. As the extra airflow will move heat away from the engine and avoid melting the soles of shoes.
Up next is to get 4 more right radius bends and attempt to connect the collector ports to the header flange. Wish me luck! I’ll need it!
While summer appears to be winding down as do the number of days that I’m willing to drive the car. It’s a double edged sword because the garage is still hot as hell but a fan helps.
So what has been going on? A lot of wiring,a lot of waiting for parts and time bending body panels. I decided to remake the firewall as the old one had a large hole from the factory miata fuse box. The new one is plain with minimal holes and several bc opponents mounted from the back side.
The wiring harnesses are all net new (minus the engine harness) and we’re made using txl wire and concentric twisting. My initial expectation was that it was hype but the results were true my magic! It is far more flexible than I ever expected. For connectors I went with deutch connectors besides for the fuel pump and fan (their connectors for 10GA was $$$)
The PDM install was next and I was able to get it mounted with space for the Hondata ecu. Wiring is a bit hectic but it should be fine and contained under the scuttle. One project that remains is an aluminum plate for the front of the dashboard to mount the wide and sensor and gauge cluster. With 2 rails for wiring management I am hopeful it will be easy to remove and install the scuttle without much fuss. As seems to be typical I have a whole host of ring terminals but none that are the right wire size or loop size..
Good progress over the last few days. I took 2 days of work and spent half with the car and half with the kids.
It took about 10 minutes to yank the engine and transmission. Simply remove the 2 motor mount bolts and 2 holding the transmission and out it came.
After that I took the engine and trans apart and replaced the rear main seal on the engine and loctited the adapter plate to the motor.
Also removed the water pump housing and cut the top off of it to allow the intake manifold to spin around. some Hondabond and that went perfectly back in place.
One thing I wasn’t happy about was the performance of the POR15 paint. It seems to have bubbled everywhere the to cost wasn’t applied. The wire cup on an angle grinder and an hour later the metal was all ready to be repainted. I still had 2 small cans of por in silver and painted and top coated everything I could see.
On the transmission front we were not having a great day. The replacement pivot I got was the wrong size so it had to get machined down. The clutch alignment tool was built for a larger transmission input shaft so I tried to machine it down. Unfortunately there wasn’t enough material and I machines right thru it.
After searching for replacement tools for an e30 bmw only 1 place had it and it wasn’t cheap. I eventually decided to just make a new one. Using a piece of aluminum I cut a new center on the lathe. Worked like a champ!
Unfortunately there were 2 failures that I couldn’t fix without buying new parts. The transmission input seal folded slightly and I don’t trust it and the transmission shifter seal had the same fate. Ordered 2 replacements from rock auto just in case.
Final piece for the weekend was getting the clutch bolted in. Looks good although I was expecting a self adjusting version.
Hopefully the new seals arrive this week and I can reunite the 2 halves and get them back in the chassis. Feels like progress and might get it running this year optimistically!
Adding the throttle body recently kick-started the progress of getting this thing back together but it also exposed a problem. The old steering shafts was pointed right where the alternator needed to live. I looked at several other alternator options but at the end of the day it made more sense to move the steering shafts than buy a different throttle body and find a way to make the alternator work.
Here was the old setup. The alternator lives right behind it.
The solution was actually easier than I expected. Woodward- the makers of the steering rack- had a variety of universal joints available and on the shelf. Some money was given to them and in return some shiny pieces arrived a few days later.
What is the plan? I expected to use 2 new universal joints to allow for some movement downwards and away from the engine. The results look promising and I manage to maintain my collapsible steering column setup!