Opinions, help, impessions etc
12-01-2007, 04:12 PM
#16
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It's pretty easy to turn the allen screw and see if it helps, if it doesn't it won't have taken very long to do. I wouldn't want to drive my car hard with an AFR like that at the top end.
As for specialists well...
Jitters, you can get a restrictor that fits into the turbo oil feed. This in turn will reduce pressure to the seals in the turbo. The bad thing IMO is that any particles can block this restrictor as the oil is not filtered into the engine/turbo
Garrets use a 0.060" restrictor.
As for specialists well...
Jitters, you can get a restrictor that fits into the turbo oil feed. This in turn will reduce pressure to the seals in the turbo. The bad thing IMO is that any particles can block this restrictor as the oil is not filtered into the engine/turbo
Garrets use a 0.060" restrictor.
12-01-2007, 05:08 PM
#17
It's pretty easy to turn the allen screw and see if it helps, if it doesn't it won't have taken very long to do. I wouldn't want to drive my car hard with an AFR like that at the top end.
As for specialists well...
Jitters, you can get a restrictor that fits into the turbo oil feed. This in turn will reduce pressure to the seals in the turbo. The bad thing IMO is that any particles can block this restrictor as the oil is not filtered into the engine/turbo
Garrets use a 0.060" restrictor.
As for specialists well...
Jitters, you can get a restrictor that fits into the turbo oil feed. This in turn will reduce pressure to the seals in the turbo. The bad thing IMO is that any particles can block this restrictor as the oil is not filtered into the engine/turbo
Garrets use a 0.060" restrictor.
Ciao,
Oh yeah and by the way I found that freakin electrical issue. It was what appears to be the reverse light switch that's located on the side of the transmission apparently it was broken and some boob did a bad job of replacing it. I won't mention any names.
Ciao,
Jitters
12-01-2007, 09:28 PM
#19
Yeah, and I hope it's not going to become an understatement...I guess because he's worked on all my other cars and has always done excellant work I just assumed that he would do okay on the PCAR. Well, now I understand why most old school PCAR owners prefer to work on their own cars.
Just another one of lifes little lessons....
Jitters
Just another one of lifes little lessons....
Jitters
12-17-2007, 10:31 AM
#21
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As some may have read over on the 964t forum LINK i'm having more trouble with the car, i didn't want to hijack that thread so thought i'd carry on with this one.
I'm hoping it's just a blown turbo but it's spluttering badly which makes me think it may be deeper, i've just got back from taking it to the garage where they are going to do a leak-down or compression test along with removing the turbo and having a nose around. They said that the engine was healthy when they tested it a few weeks back, within 5psi across all cylinders (not sure if this was compression or leak-down but they were all quite equally matched)
This quote from Nathan has me asking a question
The shop aren't aware of any restrictor as the oil lines to and from the turbo are all aftermarket braided ones, is there a restrictor in the HFS or should it have some special restrictor fitted in the oil line, remember the feed was originally for the Garrett?
The feed and scavenge pump were checked when it was fitted and everything was working properly so it shouldn't be anything to do with that.
I'm hoping it's just a blown turbo but it's spluttering badly which makes me think it may be deeper, i've just got back from taking it to the garage where they are going to do a leak-down or compression test along with removing the turbo and having a nose around. They said that the engine was healthy when they tested it a few weeks back, within 5psi across all cylinders (not sure if this was compression or leak-down but they were all quite equally matched)
This quote from Nathan has me asking a question
Jon, sorry to hear about your turbocharger.
You are going to have to make sure that the factory restrictor is clear and that the ball is in there. If all of this is correct the other thing would be to check that your recirculation valve is working as it should be. Finally if all seems OK then it must be something to do with the turbo's scavenge pump. I'm wondering if you should just do away with the mechanical one and replace it with an electric one for the lower cost and simplicity.
I can't believe that a KKK has failed on you.
You are going to have to make sure that the factory restrictor is clear and that the ball is in there. If all of this is correct the other thing would be to check that your recirculation valve is working as it should be. Finally if all seems OK then it must be something to do with the turbo's scavenge pump. I'm wondering if you should just do away with the mechanical one and replace it with an electric one for the lower cost and simplicity.
I can't believe that a KKK has failed on you.
The feed and scavenge pump were checked when it was fitted and everything was working properly so it shouldn't be anything to do with that.
12-17-2007, 01:32 PM
#22
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Just had the call, Zero compression on number 2 cylinder and 5psi down on number 1 compared to the others. I'm told the turbo seams to be OK but has quite a bit of end play, this may be normal though? I'll know whether it's a valve or piston after they tear it down, i can't believe it ran the 100 or so miles back from the track and the 20 or so miles to the garage this morning, i'm off to cry in my beer 
If the other cylinders are good and it is the piston i guess i've got a dodgy injector? Or if it's dropped a valve then why is it also down a bit on number 2?
If the other cylinders are good and it is the piston i guess i've got a dodgy injector? Or if it's dropped a valve then why is it also down a bit on number 2?
12-17-2007, 05:47 PM
#23
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Worrying news Jon.
I wonder whether this was a result of just mechanicla failure/ bad luck, or whether you are another victim of bad work and wrong tuning? I feel for you. Keep us posted buddy.
I wonder whether this was a result of just mechanicla failure/ bad luck, or whether you are another victim of bad work and wrong tuning? I feel for you. Keep us posted buddy.
12-17-2007, 06:48 PM
#24
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The shop aren't aware of any restrictor as the oil lines to and from the turbo are all aftermarket braided ones, is there a restrictor in the HFS or should it have some special restrictor fitted in the oil line, remember the feed was originally for the Garrett?
The feed and scavenge pump were checked when it was fitted and everything was working properly so it shouldn't be anything to do with that.
Turbos will have some side to side movement, but the thrust (in and out) should have no play. Any turbo will move side to side if pushed firmly. If the turbo was bad it would not cause a low compression number.
Showing zero represents a bent valve or an outright hole in the piston in which case you should be smoking terribly and it would really sound like crap.
12-17-2007, 06:51 PM
#25
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It could well be an injector that didn't flow as well as the others. You will need to get them checked for flow and see how even the flow is on them all.
I doubt that it is a valve due to that blue oily smoke i saw in the pic.
Are the headstuds OK?
I doubt that it is a valve due to that blue oily smoke i saw in the pic.
Are the headstuds OK?
12-17-2007, 11:28 PM
#26
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Sorry Steven, I originally thought it was the turbo, loss of power and lots of smoke as those are similar symptoms to last time, plus it's the only major new component. I had suspicions it was more serious though due to the rough running which wasn't present last time the turbo went.
Did the banjo fitting come with the turbo? And if not then if there is no banjo fitting with the ball bearing on the turbo oil feed what will that do to the turbo? I realize that this problem with the car is down to either a bent valve or hole in piston (i'll bet a years salary that it's a holed piston) but was just wondering if i could have also damaged the turbo?
Assuming i've holed a piston, what other damage would that do driving the car for the distance i did back from the airfield?
I suppose i also need a list of the "While you're in there" stuff now, obviously ARP rods bolts and heads studs, should i get the heads ready for twin plug? Should i flame ring the heads? If the other pistons are good should i just replace what's really necessary or go with a set of better pistons? What about the con rods? Should i change injectors? I've heard mention of special cam chain tensioners, what's the score there? Any other suggestions welcome!
I've just had a chat with the mate who was holding the LM1 during the run, i thought i had explained to him that as soon as i go above 12.2 to tell me to back off the throttle, he now admits that it slowly crept up to 12 and then the decimal figure became unreadable above 5500rpm until it flashed "too rich" and we lost all power at somewhere around 6500rpm. I'm assuming that we went lean, detonated one (possibly two) cylinders, and the "too rich" reading was the subsequent oil burning.
In retrospect i should have asked him to tell me to back off as soon as he was seeing 12 just to be safe, i had Mark's adjustable WUR with me so i could have fitted that and had a play with fattening the fuel up! hindsight is a wonderful thing!
Any idea why the LM1 would fluctuate the decimal figure so badly at WOT?
Did the banjo fitting come with the turbo? And if not then if there is no banjo fitting with the ball bearing on the turbo oil feed what will that do to the turbo? I realize that this problem with the car is down to either a bent valve or hole in piston (i'll bet a years salary that it's a holed piston) but was just wondering if i could have also damaged the turbo?
Assuming i've holed a piston, what other damage would that do driving the car for the distance i did back from the airfield?
I suppose i also need a list of the "While you're in there" stuff now, obviously ARP rods bolts and heads studs, should i get the heads ready for twin plug? Should i flame ring the heads? If the other pistons are good should i just replace what's really necessary or go with a set of better pistons? What about the con rods? Should i change injectors? I've heard mention of special cam chain tensioners, what's the score there? Any other suggestions welcome!
I've just had a chat with the mate who was holding the LM1 during the run, i thought i had explained to him that as soon as i go above 12.2 to tell me to back off the throttle, he now admits that it slowly crept up to 12 and then the decimal figure became unreadable above 5500rpm until it flashed "too rich" and we lost all power at somewhere around 6500rpm. I'm assuming that we went lean, detonated one (possibly two) cylinders, and the "too rich" reading was the subsequent oil burning.
In retrospect i should have asked him to tell me to back off as soon as he was seeing 12 just to be safe, i had Mark's adjustable WUR with me so i could have fitted that and had a play with fattening the fuel up! hindsight is a wonderful thing!
Any idea why the LM1 would fluctuate the decimal figure so badly at WOT?
Last edited by JBL930; 12-17-2007 at 11:57 PM.
12-18-2007, 08:20 AM
#27
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I've now confirmed that the banjo fitting with the ball bearing is in place and everything is fine with the turbo so that's a relief!
Should hopefully have the full prognosis by the end of the week, i'm trying to put a list together of things i should get done while the engine is apart, any help/advise would be appreciated. Merry xmas
Should hopefully have the full prognosis by the end of the week, i'm trying to put a list together of things i should get done while the engine is apart, any help/advise would be appreciated. Merry xmas
12-18-2007, 09:22 AM
#28
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Jon
Can't help with "while you're in there" but best of luck with it and looking forward to the next vmax run with you and the 930. You sure a GT2 isn't the way to go....?
Anthony
Can't help with "while you're in there" but best of luck with it and looking forward to the next vmax run with you and the 930. You sure a GT2 isn't the way to go....?
Anthony
12-18-2007, 09:57 AM
#29
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Hi mate
I didn't sleep last night thinking about what to do, should i just get the 930 fixed and sell it, should i get a 993tt engine and fit that in the 930, should i buy the 930 engine for sale on ebay in America and send it to IA and get them to build a monster, should i forget air cooled pork all together and get the 996GT2 i've always wanted, the list goes on...
I've spent so much money on this car it would turn me into an insomniac if i sold it, plus i have to rebuild the engine now anyway so i should just stick with it i think, if i don't get much use out of my boat this summer i may well sell that and buy a GT2 but i think with the amount the 930 is really worth i will just keep hold of it forever.
Hope you're enjoying your new Maserati and your 3.6 doesn't get neglected, lucky man...
Looking forward to the next event too
I didn't sleep last night thinking about what to do, should i just get the 930 fixed and sell it, should i get a 993tt engine and fit that in the 930, should i buy the 930 engine for sale on ebay in America and send it to IA and get them to build a monster, should i forget air cooled pork all together and get the 996GT2 i've always wanted, the list goes on...
I've spent so much money on this car it would turn me into an insomniac if i sold it, plus i have to rebuild the engine now anyway so i should just stick with it i think, if i don't get much use out of my boat this summer i may well sell that and buy a GT2 but i think with the amount the 930 is really worth i will just keep hold of it forever.
Hope you're enjoying your new Maserati and your 3.6 doesn't get neglected, lucky man...
Looking forward to the next event too
12-19-2007, 04:16 PM
#30
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Get your injectors flow tested and matched if needed with new injectors.
All the goodies you mentioned sound good apart from the pistons. The stock pistons are great although you can benefit of going to a larger bore. This will bump you up to 3.4L but IMO is a lot of money for the gain unless you need all new P&C's anyway. The other thing they can do is bump up the CR which will help with off boost performance but you would have to run less boost.
Get those heads twin plugged even if you cannot use that extra plug yet. The safest option is to use a smaller plug, by this I mean the size of the hole. A smaller hole leaves more metal to reduce the chance of cracking the head.
All the goodies you mentioned sound good apart from the pistons. The stock pistons are great although you can benefit of going to a larger bore. This will bump you up to 3.4L but IMO is a lot of money for the gain unless you need all new P&C's anyway. The other thing they can do is bump up the CR which will help with off boost performance but you would have to run less boost.
Get those heads twin plugged even if you cannot use that extra plug yet. The safest option is to use a smaller plug, by this I mean the size of the hole. A smaller hole leaves more metal to reduce the chance of cracking the head.