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Out with the old… in with the new..

The work to remove the motor and transmission was fairly straight forward 

I removed the body panels on the front,the scuttle, nose, hood, side panel, dashboard etc and then removed the exhaust exposing the engine.

Up next- we pulled the engine (Drain all of the fluids before ever pulling an engine..) and made a big mess.  Shockingly it came out quite easily.

On the left- The ecotec engine.  On the right- The Miata engine. (note the miata engine is on a pallet which lifts the height.  The transmission on the ecotec is about 2″ shorter so the shifting location isn’t idea.

Anyone want a miata engine? I have a deal 🙂  94 Miata with about 80k on it.

Side by side View. Ecotec in the front.

New engine in.. Kinda! I had to cut out some trans tunnel bars. The engine is a bit wider and taller. Taller was expected. Wider not as much. There will need to be some modifications made to get this to work.. The fight isnt over!

Here is a video of the walk around

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The disassembly begins….

After many months of collecting parts I believe I am finally in a position to start pulling the car apart in preparation for the engine swap.  For those who haven’t seen or heard- I will be removing the Miata Engine and replacing it with a 2.0 GM Ecotec engine (with Turbocharger and direct injection..)

 

Here is a short video on the overview : https://www.youtube.com/watch?v=IajZ-zl0AzY

 

I will admit- I had a large amount of anxiety (and still do..) about pulling apart a car that was driving and running quite well. Especially not knowing if this new engine would fit or how many modifications are needed.

Starting with the seats, then the transmission tunnel, Radiator, scuttle and some sheet metal I started to pull off the covers and find things to remove- There certainly is no shortage.

The radiator was long overdue for a flushing, the seats had crap under them from 2010 and the questions continue. I also made the decision to remove the installed Halon Fire system and replace it with a single hand held unit in future. There are a few pounds I feel we can save!

Looking at all the wiring and I certainly think there is a good 40 or 50lbs of wiring that will be coming out of the already trimmed down harness

Mitch from Swap Time recently did a video about the harness. It is set to arrive on Wednesday of this week. Following that I will probably try find an hour or 2 to pull the engine this weekend and see if the new one fits!

Here was a video of the harness he made- https://www.youtube.com/watch?v=1jGzw7sIMFI

I suspect I will need to wire in headlights, tail lights and turn signals as well. The goal there is to keep them all as minimal as possible

Subscribe if you wish to follow along. The YouTube video channel as well as this webpage should both see a few updates in the coming weeks!

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I now pronounce you engine and transmission…

What started and has been a major headache is behind me. I landed up buying factory bolts and intended to have Fidanza drill the holes bigger.

 

Soon after I received them I thought it might be easier to cut the bolt heads down in the lathe. Thanks to Cawley racing we were able to shrink them down and re blue them. Success!

After the install I started on the clutch and pressure plate. With a clutch alignment tool we were quickly in business again.

Up next I man handled the transmission on to the engine and bolted things together. Even the starter motor aligned so it was a good day

Up Next is the engine wiring. All parts are sent to the harness maker and hopefully I’ll have good news soon and be ready to drop this into the chassis!

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The Fidanza Fiasco continues…

What started as a promising morning didn’t end very well. I pulled the motor mounts off of the engine and welded on the needed offset pieces. Things were going very well! (note the metal braces going forward is to prevent the engine from rocking)

Using the”custom bolts” needed for the flywheel I managed to get all 8 in place and hand tight. I’ll admit I don’t love that there is no locating pin on the flywheel because it allows all of the rotational torque to be transmitted through the bolts to the transmission.

This is what the bolt looks like. It’s an m11 -which isn’t something you can easily find and definitely not something Chevrolet dealers usually stock.

 

After hand tightening the bolts I grabbed the torque wrench and set to 20ft lbs I wanted to get everything started and check alignment.

The first bolt achieved 20lb fts but the next 2 appeared to strip out. At this point I stopped and removed all 8 bolts and inspected the damage.

Even though the bolts appear hardened they lost their threads quite easily. The crank was inspected and it is fine.

While not ideal I’ll give a few vendors a call on Monday and try sort it out. Unfortunately m11 is a very uncommon size so this won’t be easy

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Finishing up the front of the engine

To finish the front of the motor I needed to find a way to tension the belt due to the fact I wont have an AC compressor.

To start I went to NAPA to get an Idler and a belt. I wanted to mount the tensioner high up since my engine often sits below the frame rail.

Pulley came from NAPA. It is grooved and part number 409703

This wasn’t the first belt I bought. I think the factory part was 1940mm. I went to 1740mm to get a good fit.

Napa Part number 050685- It is a 5 Rib 1740mm belt.

This shows the belt route and the rough placement I was considering. Note my tensioner is smaller than the factory AC Pulley.

Bracket created using the 2 front bolt holes. It is a solid fit so I didnt feel like I needed to move further back and triangulate.  Note the location is higher than an AC.

This is the side view. It was essentially 2 pieces at right angles with a brace to stop deflection.

This is a close up view of the bracket. I painted it while hot so the paint bubbled. I like the look.

The end result is fairly good. I am happy and things appear to be tracking well and cleanly. I might add a nut to the back of the bolt. Right now I have tapped the steel plate (3/8″ thick) so I think it is good enough.

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Clutch Parts needed to make a braided Line

If you own a Camaro or ATS chances are you have the same transmission I am using.  The one piece I will be using is the stock throw out bearing.  Unfortunately The clutch hose I received was cut and my car actually has a steel braided AN line today. I plan to simply unscrew the -4 fitting that attaches to the miata slave cylinder and thread this piece on. That should be all that is needed to operate the hydraulic clutch for the LTG.

Part Number 139160 from Summit Racing

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Flywheel pilot bearing hell!

My personal opinion is that Fidanza shouldn’t be allowed to sell parts with sick half assed support . To get a party they recommended I would have to go to Europe or China but online the part is harder to find than a uniform.

I bought a piece of bronze on what and stayed to machine my own. The dimensions were simple. 16mmID 28mmOD and 26mm in length. It took about an hour to make.

Overall it will get the job done and be fine. That said I am no where near the phase of recommending a fidanza product. Especially after the need for custom bolts!

http://www.exportedafrican.com/wordpress/wp-content/uploads/2018/06/img_8470.mov

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Turbocharger Arrived

Turbocharger Arrived this week and I quickly mounted it in a mock up fashion.  Finding the size nuts and bolts for it is proving it be a royal pain in the ass.

It is a used unit from a junk yard off a stock motor which should be good enough for mock ups and to get things rolling.  The air exit pipe actually fits in a good spot. Hopefully it will stay within the body lines.

 

Missing the factory heat shield but  can make one fairly easily.  If anyone knows the nut size or part number for the turbo please let me know. 

The turbo came with 1 oil pipe but  the other is missing and will need to be bought.

The turbo mounts further out then I would like but hopefully it will work.

Water lines need to be made/purchased. Unfortunately without using the stock radiator and coolant tank it may be another custom effort

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Ordering some parts for the LTG

I recently bought clutch cover bolts online and ironically 6 packages came from a GM online dealer.  To my disappointment each only had 1 m6 bolt within it.

This is the GM throttle pedal. It isn’t ideal because of the angle that it mounts but some fabrication can make it work. Because the ecu is drive by wire a new pedal was needed.  Here are a few pictures showing the pedal