3900 swap into Fiero

[Guest]

I'm going to see if I can post the folder of all the pictures I have to date otherwise I'll start posting individually.

http://josephupson.60degreev6.com/3900build

I'll narrate up to date later on, I didn't realize that titles on the pics would help navigate through them better instead of click back and forward to row through them. Trying to get close enough to install the engine today so I can get down to wiring.

[bszopi]

I made you a simple website for people to view the pictures. I'll PM you with information on how to maintain it. It is VERY simple to do, and provides a nice interface to show everything off.

[Superdave]

Man that looks like a fun project, Good Luck!

[IsaacHayes]

Been following it, great work!!! A lot of thinking goes into putting a TT setup into an engine bay.

[Blackrider]

Lots of pluming but it sure looks good!

[TazMan]

Holy crap! That things gonna be fast!!

[Joseph Upson]

I keep getting a lazy start, I should have had the engine in the car at least a week ago, but stuff keeps coming up as is the case for this morning where I have to go run an errand before I can get started and that throws everything off schedule.

First I'll take a moment to wave buy to the old drivetrain which was ridden hard and the transmission which did a wonderful job of doing its job. 3100 short block, rockers and beehive springs on low performance iron heads. You can do almost anything if you put your mind to it.

http://josephupson.60degreev6.com/Oldeng.JPG

This is a special picture for me because it contains one bolt the top one, which looks a little different from the others because it bares the scars from my first clutch install where in I installed the disc backwards back in 1996 and drove the car until the difficult shifting cleared up because I didn't know what was going on and months later behind the turbo 2.8L (yes I was turbocharging way back then) it disentagrated. Needless to say I'm paranoid about whether I installed the new disc properly despite having seen "flywheel side" stamped on the disc this time.

http://josephupson.60degreev6.com/Oldflywh.JPG

I had a dual friction clutch with the old setup and before install I had a friend at the shop machine a .020 step in the outer perimeter of the flywheel which you can see, in an effort to increase the clamping pressure of the clutch cover. Not sure if it added an advantage since you can pass the max clamping position and reduce clamping force but the clutch held vigorously and I would have to say that modification makes sure the clutch disc wears all the way to the metal disc before it slips because there is a .020 additional clamping load at all levels of wear. The disc was on its way out when I removed it having about .020 thickness on the flywheel side. Either I'm a good driver or the dual friction disc has a good wear characteristic becaus my flywheel and pressure plate did not have the appearance of hot spots I'm use to seeing in flywheels before resurfacing. It's pretty uniform.

The new disc is a Kevlar unit made by the guys here in town that also made the dual friction clutch I beat on previously. I inquired about having the pressure plate clamping force increased but they measured it to be about 2000 lbs stock and said that's pretty stout for a stock clutch and that increasing it would change release character and is over kill considering the disc is already larger in diameter than what I had previously and the friction material apparently stronger and more durable.
The axle is from a G6 and was shortened and resplined to help accomodate the 6 spd tranny.

http://josephupson.60degreev6.com/Clutchax.JPG

It's about to go in now, hopefully it'll be bolted to the car sometime around noon today.

http://josephupson.60degreev6.com/3900car.JPG

http://josephupson.60degreev6.com/3900car1.JPG

I'm curious about what the driving feel will be with the drivetrain solid mounted. I couldn't find the interlocking GM RWD poly trans mounts while planning my mounts and didn't want to wait for an order so when the guy helping suggested solid mounting I thought about how much that would stop the excessive rocking that will result after high horsepower and torque pressure as well as reduce the likelyhood of things coming loose I decided to give it a shot. The cradle has rubber buschings so aside from better torque transfer hopefully vibration will be minimal.

Does anyone know the number of teeth on the final drive of the 06 6 spd, that's what the sensor uses for an odometer signal. I just don't feel like removing the sensor to count them.

[Blackrider]

Its looking awsome, maybe I didn't catch it but type of turbos are you using?

[Joseph Upson]

Its looking awsome, maybe I didn't catch it but type of turbos are you using?

T3 used in Ford Mustang and T-Bird, .60 compressor, .63 turbine. enough to support about 540 hp.

[ForcedFirebird]

That looks fantastic!

I didn't think those t25's (m24's) would support that kind of HP. I traded a pair in need of rebuilding for some 3400 top end parts, and ended up going to a 3500. I'm looking to get 500hp from the new build, and am unsure to use twins or not.

Keep us posted on the progress , me likey.

[Joseph Upson]

That looks fantastic!

I didn't think those t25's (m24's) would support that kind of HP. I traded a pair in need of rebuilding for some 3400 top end parts, and ended up going to a 3500. I'm looking to get 500hp from the new build, and am unsure to use twins or not.

Keep us posted on the progress , me likey.

They're T3s and bigger than the T25 which the Turbo Grand Prix used, although the compressor and turbine combo maybe the same ratio wise.

[ForcedFirebird]

They're T3s and bigger than the T25 which the Turbo Grand Prix used, although the compressor and turbine combo maybe the same ratio wise.

The pics could be decieving, but they look identical to my old ones. I'm fimiliar with both the T25's and T3's, perhaps it's the comp housing flanges being so similar. The ones I had were from a Mitsu, but were used in a 300zx. All the T3's I have seen had the aftermarket-style comp housings.

[MidnightriderZ24]

thats going to be a sick setup!! how do u plan on making it run? what about the vvt?

[Joseph Upson]

The pics could be decieving, but they look identical to my old ones. I'm fimiliar with both the T25's and T3's, perhaps it's the comp housing flanges being so similar. The ones I had were from a Mitsu, but were used in a 300zx. All the T3's I have seen had the aftermarket-style comp housings.

The Turbo Mustang, Thunderbird, and Mercury Merkur have a unique compressor housing not unlike the unique turbine housing used on the T3 found in the early Chrysler cars. There is a metal extension for the inlet and outlet that bolts to the compressor housing so yes the the inlet looks like that found on the T25 for that reason.

thats going to be a sick setup!! how do u plan on making it run? what about the vvt?

Turbo Grand Prix code and 730 ECM, as for the VVT, reground camshaft locked in straight up position via aluminum rods blocking the cam actuator internally. I accidently deleted the pictures of the modification from my camera after I installed the cam.

[Joseph Upson]

It's getting closer, there are so many little things that need to be done and that's what's slowing me down. I have the oil filter relocation mount to find a home for, I have to buy some more clamps, finish connecting the coolant hose to the turbos hook up the returnless fuel setup, connect the hydraulic line to the transmission, change the end on the A/C compressor hose so that the new style compressor can be connected to the system, install the crank sensor after I modify the spacer, the axles need to be assembled and that's all I care to think of now. I'm ready for it to be finished. Initial cranking attempt is a long shot for this weekend.

http://josephupson.60degreev6.com/3900inst