Any Northstar people? (Page 1/3)
copperhens JUL 10, 12:56 PM
I’m getting ready to put my Northstar in my Fiero after a full tear down to the block of the engine. I just have some questions for how other people have done the coolant and fuel routing.


Will JUL 10, 02:37 PM
I used early Fiero 4 cylinder fuel lines that run up the left side of the engine compartment along with the stainless steel fuel rail. I have an inline fuel filter down by the tank, but it's small and difficult to access. I'm swapping over to an ACDelco GF831 as used on the SSR, Trailblazer and other reasonably powerful vehicles, and I intend to put it in the left rear corner of the engine bay, just inboard of the left strut tower, against the trunk wall.

For coolant outlet (upper) to left coolant pipe, I use a short 1 1/4" hose coupler, a Moroso inline filler neck and a CarQuest 20898 hose.
For the thermostat inlet (lower) connection across the cradle to the right coolant pipe, I have an oil/water heat exchanger. You can see more starting here:
http://www.fiero.nl/forum/F.../000121-21.html#p822
The oil/water HEX development and plumbing goes through the end of the next page, though.

Shots of the more-or-less complete system here: http://www.fiero.nl/forum/F.../HTML/000121-23.html

What engine management are you using?
RCR JUL 10, 09:39 PM
Does an Aurora count?

I would bow to Will's knowledge, but of course, I did mine different.

I used an intank Walbro 255 fuel pump, using the stock 84 lines. They come up the driver's side strut tower where I come across to the stock rails, using flex hoses.

For the coolant lines, I made a cross-over pipe out of a set of Fiero lines, that is mounted to the cradle. Rubber hoses make the interfaces. I'm using a Grand Am coolant recovery bottle for my fill and air evac.

Bob
Will JUL 11, 10:07 AM

quote
Originally posted by RCR:

I used an intank Walbro 255 fuel pump, using the stock 84 lines.
Bob



Oh yeah, I'm using a '96 Corvette fuel pump in the tank.

Also, I only have the stock Fiero overflow tank on the car. I use a lower pressure cap at the Moroso inline filler neck than I have on the radiator, but I cap the overflow at the inline filler neck. This means that the system can vent air at the rear cap when it warms up, but has to draw in water from the Fiero overflow bottle when it cools back down. This bleeds both ends of the cooling system with only one tank. I replaced the "bleed bolt" at the top of the water manifold with a bespoke fitting using a brake caliper bleeder screw. This lets me bleed as I fill, then just snug the bleeder screw to close that leak path.
Dennis LaGrua JUL 11, 02:39 PM
Never did the N* swap but in reading about that engine the early ones had problems with head bolts pulling out and head gasket failures. Apparently that was fixed. Don't know what years to avoid. Will seems to be the N* man here, so I would ask his opinion.

------------------
" THE BLACK PARALYZER" -87GT 3800SC Series III engine, custom ZZP /Frozen Boost Intercooler setup, 3.4" Pulley, Northstar TB, LS1 MAF, 3" Spintech/Hedman Exhaust, P-log Manifold, Autolite 104's, MSD wires, Custom CAI, 4T65eHD w. custom axles, Champion Radiator, S10 Brake Booster, HP Tuners VCM Suite.
"THE COLUSSUS"
87GT - ALL OUT 3.4L Turbocharged engine, Garrett Hybrid Turbo, MSD ign., modified TH125H
" ON THE LOOSE WITHOUT THE JUICE "

sourmash JUL 11, 02:48 PM
Supposedly they rectified the situation by the 2005 model year and by then it had a steel crank too. But the 2006 to 2011 has some other advancements that make tuning more agreeable.
IXSLR8 JUL 12, 01:36 AM
Regarding fuel and coolant routing:

Fuel: I just used the stock Fiero location for a WIX filter and plumbed from there to the forward side of the fuel rail using an Aurora stainless fuel rail. My 1996 Northstar engine originally had the plastic fuel rail with the fuel inlet/connector opposite side of the Aurora's. Used a high flow Corvette fuel pump in the tank.

Coolant: made a crossover pipe out of Fiero's stainless coolant pipe. Went from the water pump area down and along the cradle to the passenger side. I used a black square-like coolant overflow bottle from a Landrover Discovery. I have a 20lb cap at the front on Champion V8 radiator and a standard 16lb cap on the Discovery bottle in the engine bay. Don't be fearful of the higher N* operating water temps compared to other Chevy V8's. They run hotter. I don't have a bleeder and have thought about putting one in the front radiator somewhere to get that air pocket out.

[This message has been edited by IXSLR8 (edited 07-13-2020).]

copperhens JUL 12, 05:38 PM
Thank you guys for all of the replies! It’s nice to hear all of the different ways people have done it. Just waiting on a pair of caps for the struts and then the engine can go in the car. Gives some time to brainstorm how to route all of these systems.
copperhens JUL 12, 05:40 PM

quote
Originally posted by Dennis LaGrua:

Never did the N* swap but in reading about that engine the early ones had problems with head bolts pulling out and head gasket failures. Apparently that was fixed. Don't know what years to avoid. Will seems to be the N* man here, so I would ask his opinion.




Northstar Performance makes a a head stud kit that’s not cheap($600), but should do the trick. I ended up buying one since I had the whole engine apart anyway. My engine appeared to have a leaky head gasket by the damage to one of the cylinders.
IXSLR8 JUL 13, 01:30 AM
Yes, earlier engines had head gasket issues and some had weeping blocks. However, if you take care of the head gasket issue, they are totally durable and long-term engines.
I have studded (used Norm's N* inserts as opposed to Northstar Performance's studs which are great too) two 1996 engines with Cometic head gaskets in two of our Fieros here in Portland. I have another 1995 engine done mounted to an 88 cradle. It's supposed to go in my 85 GT. Just can't seem to get to it!

Will has documented his well and its in the Construction zone. Well worth your time to follow it.