Today I learnt how to perform the Time-Sert procedure for replacing the cylinder head bolt threads in the alluminum block. It really is quite simple when you have all the tools. Basically with a special two size drill bit you remove the old threads, then tap new larger threads, insert this hollow thread insert with thread lock and a special install tool and then remove the tool. All the learning and the first bolt hole took about 1 hr, the second hole took under 10 min. now only 18 more to do. I should have the Time-Serts done this week and then the engine will go to Spearce for cleaning and some fabricating. There should be some good pictures then.
Pete
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06:10 PM
Her86GT Member
Posts: 1173 From: Ontario, Canada Registered: May 2001
Forsale 4.9 engine with turbo: Lady driven, used mainly for short pleasure runs on the weekend, and never used for getting groceries. But seriously, I am pretty sure Pete is now going to reuse most of the parts now, like the transmission and ecm that were used with the 4.9. What he is not using is the engine, turbo with manifold, and exhaust.
Becky
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06:59 PM
rockcrawl Member
Posts: 2528 From: Lehigh Valley, PA Registered: Jul 2000
Rockcrawl has a bit of a head start on his but we keep in contact and likely both cars will end up coming out fairly similar in the electronics but different in engine mounting, turbo, and transmission. We work well together and keep the pressure on. Likely our car will take off again rather quickly once Christmas is over and all the parts have been aquired.
Accel DFI Turbonetics You're going down!
That's all I'm saying.
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09:03 PM
Dec 21st, 2004
Will Member
Posts: 14250 From: Where you least expect me Registered: Jun 2000
I'd still prefer a good GM ECM over an aftermarket one, but I got a good deal on a DFI gen 6. It has been sent to Accel to be checked out and loaded with a base file for a turbocharged V8, and it came with all new sensors and a new wiring harness. It's been sitting on the shelf for a while and when this project came along it just seemed natural to use it. I'm going to try to have the car done by mid May 05, having the harness already done and having a good starting point for the tuning will help a lot. The 7730 may be worth trying if the ignition compatibility issues can be worked out, but I'm not interested in attempting it right now. I have another N* that I plan to put into my Formula with a 5 speed, maybe then I'll give it a shot.
Forsale 4.9 engine with turbo: Lady driven, used mainly for short pleasure runs on the weekend, and never used for getting groceries. But seriously, I am pretty sure Pete is now going to reuse most of the parts now, like the transmission and ecm that were used with the 4.9. What he is not using is the engine, turbo with manifold, and exhaust.
Becky
Ask pete to shoot me a price for engine and swapping motors around Damn I need a Part time Job I want your old setup so bad.
[This message has been edited by linenoise (edited 12-21-2004).]
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11:37 PM
Dec 22nd, 2004
Will Member
Posts: 14250 From: Where you least expect me Registered: Jun 2000
I'd still prefer a good GM ECM over an aftermarket one, but I got a good deal on a DFI gen 6. It has been sent to Accel to be checked out and loaded with a base file for a turbocharged V8, and it came with all new sensors and a new wiring harness. It's been sitting on the shelf for a while and when this project came along it just seemed natural to use it. I'm going to try to have the car done by mid May 05, having the harness already done and having a good starting point for the tuning will help a lot. The 7730 may be worth trying if the ignition compatibility issues can be worked out, but I'm not interested in attempting it right now. I have another N* that I plan to put into my Formula with a 5 speed, maybe then I'll give it a shot.
I was looking into an Accel at one point... They really wanted me to use a gen 7. They said I could use a gen 6 with DIS but I'd spend the rest of my life tuning it...
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12:21 AM
Dec 29th, 2004
PBJ Member
Posts: 4167 From: London, On., Canada Registered: Jan 2001
Well a little update. The head bolt Time-serts are all done, so basically the block is done. The engine is now in pieces at Spearce's place for some cleaning and porting to make the engine look as well as it performs.
Linenoise you have a PM.
Pete
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10:54 PM
Dec 30th, 2004
pavo_roddy Member
Posts: 4351 From: State with a city named Gotham Registered: Apr 2004
I would like to position the turbo over top of the transmission like it is on our 4.9 now, that way the left and right bank exhaust is equal lenght but if I can't get the exhaust to clear the heads and transmission it will be located off the rear exhaust manifold and into the trunk.
Pete
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03:49 PM
Jan 12th, 2005
BtotheB Member
Posts: 2581 From: Peterborough, Ontario Registered: Dec 2001
The heads are now being worked on, they have been cleaned and now being ported. SO... Spearce has been doing the "dirty" work and making it clean for us right now. The high rev valve springs and retainers have been ordered from chrfab and should arrive shortly. I will get some pics for us all soon.
Pete
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03:11 PM
PBJ Member
Posts: 4167 From: London, On., Canada Registered: Jan 2001
Originally posted by PBJ: The high rev valve spring and retainers came in today, and you have gotta love brokerage fees! I will get some pics of them soon.
Measure them!!! Maybe we can get these things 2x as cheap as a standard app item!
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09:09 PM
PBJ Member
Posts: 4167 From: London, On., Canada Registered: Jan 2001
Measure them!!! Maybe we can get these things 2x as cheap as a standard app item!
Definately, I hate when people stumble across something that works and will not share it, or only share it for profit. These springs and keepers are mass produced and no doubt OE springs for some engine. Once I find out I will post it so others don't have to fork out $450.00 for springs and keepers. I also would like to show people how to build a running northstar with gm off the shelf pieces and ecms-not caddy. Its all about learning and sharing on a forum, not showing off and making a profit.
Pete
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10:35 PM
Jan 16th, 2005
PBJ Member
Posts: 4167 From: London, On., Canada Registered: Jan 2001
you know i seem to remember someone saying ( I am starting to get nervous about next winter. What will I come up with to do. ) back on 1-9-03 when you where doing the 4.9 turbo. so pbj what will be next year???
You know, looking thru old thread and seeing the history of this guy. ..................... I'm not quite sure if this will come out
PBJ, How much boost will the Stock lower end tolerate safely? 5,6,7lb's? More?
------------------ 4.9 Caddy ON CRADLE in Garage! Car in Driveway! ACK! **************************************** http://home.cfl.rr.com/fierose Central Florida Fieros http://www.centralfloridafieros.org Proud Member and founder of the DOWN SOUTH SUNNY WINTER PICK ON SNOW PEOPLE COALITION!
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04:15 PM
PFF
System Bot
PBJ Member
Posts: 4167 From: London, On., Canada Registered: Jan 2001
I was going to make the 4.9 an 11 sec 1/4 mile car this winter, but this 4.6 came along for the right price at the right time.
Here are some progress pics.
Steve working the heads.
New Charfab high rev valve springs. On a side note Steve took the springs to a machine shop to figure out what they are from. No definate answers but he did say these springs in the N* would be good upto about 12 000 rpm
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10:08 PM
PBJ Member
Posts: 4167 From: London, On., Canada Registered: Jan 2001
It's my understanding that the stock valve springs are OK to 7000 RPM the springs PBJ is using are from CHRFAB.COM and are about twich the seat pressure of the stock springs ( stock 50lbs CHRFAB springs 105lbs ) and will be good for RPM's well beyond 7000
Steve
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01:32 PM
THE BEAST Member
Posts: 1177 From: PORT SAINT LUCIE,FLORIDA,USA Registered: Dec 2000
Bill Strong- no word on the valve springs, as mentioned possible quad 4 which makes alot of sense.
spearce-what do you say.....12 000 rpm shift points gotta see if those springs can do'it
THE BEAST-thanks for any info, especially the tip on possibly quad springs/retainers. The retainers must be quad valve something due to the small diameter of the shaft.
KissMySSFiero-you are right about the lower end..I have heard nothing negative about the bottem end in stock form with moderate boost. We are using the 94 intake which is alluminum as well, although it does have fiber (plastic of some type) 1 inch spacer between the head and intake but I don't expect a problem from them. But we shall see.
I am getting excited to hear this thing scream by, V8 7500 rpm turbo howling. I always thought the 4.9 turbo sounded incredable at 6500 rpm
Pete
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02:45 PM
Bill Strong Member
Posts: 106 From: Charlottesville, Virginia Registered: Jan 2004
I too am using a Turbo in low boost. TO4 60 trim. I have an aftermarket fuel system as shown in other posts here. I'll also be using the stock 95 manifold. But with the vent flap sealed shut. Later we will be making a new Northstar intake manifold with the help from Troy Trueleo, much like the one he is building for the Fiero V6 boys.
Here is my setup for the turbo. This will plug into a hooker camaro muffler. I do have to sort out the oiling issues. I think I will need to use an aux pump to pull the oil from the turbo.
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03:16 PM
ryan.hess Member
Posts: 20784 From: Orlando, FL Registered: Dec 2002
Originally posted by PBJ: We are using the 94 intake which is alluminum as well, although it does have fiber (plastic of some type) 1 inch spacer between the head and intake but I don't expect a problem from them. But we shall see.
Magnesium. Your intake is cast magnesium. (as are the valve covers) Careful if you need to grind it The phenolic spacers are for the EGR, but I think on the early manifolds they also are kind of an adapter between the intake and heads, so you can't get rid of them... Nevertheless, I am giddy with excitement.
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03:19 PM
Bill Strong Member
Posts: 106 From: Charlottesville, Virginia Registered: Jan 2004
Originally posted by Bill Strong: I'll also be using the stock 95 manifold. But with the vent flap sealed shut. Later we will be making a new Northstar intake manifold with the help from Troy Trueleo, much like the one he is building for the Fiero V6 boys.
You may want to reconsider using the nylon(?) manifold. They are not very strong. In the event of an intake backfire, even with a blow off valve, it may crack or shatter. Wouldn't want to see your engine ingest plastic.
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03:23 PM
Bill Strong Member
Posts: 106 From: Charlottesville, Virginia Registered: Jan 2004
If you choose to go the high-rpm route, then your going to need to upgrade your entire valvetrain. Stiffer springs and better lifters are a must, as well as cams and valves that can withstand the added stress that the stiff springs place upon them. The stock springs can only handle about 6500 before the valves risk “floating”, i.e. they just can’t close fast enough because the spring tension is too low.
from the quad4 forums
so now... where to get quad4 HP springs for cheap...
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03:50 PM
Bill Strong Member
Posts: 106 From: Charlottesville, Virginia Registered: Jan 2004
No really $150 for springs and $150 for retainers is not that bad. What I wanted is something that is available from the dealer because I have to pay shipping to Canada, duty 15%, and brokerage for customs which now makes these $510.00. Don't get me wrong I am not whining about the price just trying to explore the options.
Pete
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04:42 PM
PBJ Member
Posts: 4167 From: London, On., Canada Registered: Jan 2001
PBJ, I was asking about the 4.9 bottem end, not the N*
We have run est 340 crank hp on a stock 4.9 bottem end with 180 000 + k on it, using regular engine oil. And no problem at all with the engine mechanically, just trannies. So I cant say how much it will take. As far as psi you can only go so high until you have to remove so much ignition timing advance that you are not creating any more power. approx 5psi stock form and 8 psi with the work I have done to our 4.9.
But seriously, I am pretty sure Pete is now going to reuse most of the parts now, like the transmission and ecm that were used with the 4.9. What he is not using is the engine, turbo with manifold, and exhaust.
