My 944 1uz-fe V8 swap
- Thread starter Eldavo
- Start date
George Elliott
New member
Porsche did not build them much quicker [
]
]http://944hybrids.forumotion.com/t1719p15-1uzfeanother-option There is exactly 1.00" of throw in the t56 TOB and a specific relax height. Some SPEC clutches require the TOB shim to push it forward because the Pressure plate fingers are shorter than factory Pressure plates.... FYI
Thanks Paul and George. Rob thanks for that info, i can't seem to find much information on the flywheel and clutch side of things, i read a lot that the 3vz flywheel was the one to use, but it is different than a 3vz-fe we get here in the UK, i presume by 3vz they mean 3vze found in the 4runner truck? Anyway i also read a 3s-gte fly could be used with the PCD adjusted and ring gear flipped for the tooth chamfer engagement, i also saw people had to use the original 1uz flexplate spacer behind the 3s-gte flywheel to get the correct clutch operating distance. When i fitted my 3s-gte flywheel i found with the starter on full throw out it meshed perfectly with the ring gear, if i used the flexplate spacer then only half of the starter pinion engaged with the ring gear teeth.... so i appears that info about using the flexplate spacer is wrong. What then had me worried was if i'm not using this spacer is my TOB going to release the clutch properly.... I will bolt the flywheel and clutch inside the BH today with some angle bars behind it bolted to the BH so i can operate the clutch without having an engine fitted, and take measurements to see how far my clutch fingers are from the adapter face. I am using a stock 3s-gte pressure plate, i think they need less than an inch of TOB throw to release, it's just a case of wether my flywheel is offset correctly. Many thanks for bringing it to my attention.
Its one of the biggest mistakes made when swapping/installing an aftermarket clutch. Here in the states there are TOB spacers for the T56 off the shelf, but you can make one easily with the correct thickness alum or steel. We also used the truck flywheel and pressure plate on the V12 6speed swap and didn't need a TOB spacer because the flywheel was a little thicker. I designed the plate to be used with ANY engine that mated to the A340 Aisin trans...
Thanks for that Rob, today i jury rigged the clutch and flywheel to test the system out and to check for leaks on my supply and bleeder pipes, as it turns out the clutch works perfectly (ok i can't judge the bite point yet) but it feels great and after taking measurements i'm confident it is throwing enough to disengage, this is how i mocked the flywheel and clutch up...
Just as well i did this test, because it highlighted a pinhole leak in my supply pipe, if i hadn't caught that it was an engine out job later to rectify.
That is good news. Also keep in mind you can trim the plate on the top potion by an inch or so to clear the tunnel if need be. The boxster S calipers are worth the Hassel as they have larger pistons over. I recently developed adapters to put M030 calipers on NA 944s. Keep posting pics. Excellent work.
Spent today on more engine detailing and building, it's starting to become complete again.... New nuts/bolts used wherever possible....
Oil filter relocation adapter fitted....
Cambelt fitted along with water pump and oil pump...
Distributors/leads fitted...
As it is now...
Also built an awesome shot blasting cabinet from an old Pepsi fridge, this will see a lot of rusty 944 parts.
Today saw the sump finished, i had to make a new pickup pipe and get that routed to the new pan location...
The keener eyed will notice a flange just before the pickup, this was needed for assembly, it was not possible to make this as a one piece pickup. I made a dipstick boss, drilled the pan, worked out my max/min levels and welded it in...
With the fabrication now finished everything was painted and assembled...
Maybe 45-50 hours work in that sump, madness!
George Elliott
New member
Plenty of space for the turbo oil returns into the sump too......[] George 944t
] George 944t
Also remember lag is not the result of how far the turbo outlet is from the throttle body, it is a result of how quickly exhaust gas spools the turbo and how quickly that turbo produces boost, the distances from Turbo to engine would only delay throttle response by a fraction of a second (the speed boosted air takes to travel the length of the car- which would be milliseconds) The turbo "lag" would essentially be roughly the same as i'd guess the speed and volume of exhaust gas hitting the turbine would be roughly the same as it is coming from the head. There's a video showing a rear mount in action and the lag https://www.youtube.com/watch?v=rdjh3EY6shU PS. i have no intention of turboing the V8, for me it would be a Vee mounted supercharger, possibly Eaton M112.
George Elliott
New member
In any given application, the swept volume that drives the hot side is proportional to the demand at the cold side. As Oli said, the lag.........I thought our crossover was long too. As a general rule small turbo's seem more efficient than large for very complex reasons. (A 996TT works better with twin small units than one big unit) Its interesting that rear setup is a twin, they could have been routed to a single. Maybe thats why a twin scroll single seems to be more efficient too? In any case, I was being a bit flippant - you have enough to do with na V8 Paul. Keep up the good work George 944t
Forgive me for more questions - I know very little about forced induction systems. However the turbo works by harnessing the pressure from the exhaust and then using it, via turbine, to compress the inlet gas. If the turbo is far from the engine you would have to (in sequence) wait for the flow in the exhaust to build up to a point where the turbo is spinning fast, which means a longer wait as the it will take time for the higher flow to reach the further distance. You then have the time taken for the turbo to accelerate, which will be the same. You then have the time taken for the pressure generated by the turbo to build up in the inlet manifold (and other pipework). The greater the volume of this pipework, the longer it will take to build up the pressure, so further away = more delay. A bigger engine will blow more gas down the exhaust, sure. But a bigger engine will need a bigger turbocharger to feed it as it will consume more air in the intake manifold/pipework, thus meaning the turbo will have to work harder to build up the pressure. This will surely negate the effects of the larger engine? As I said, I know very little about forced induction so, if the lag really is small in such an installation, my logic must be flawed somewhere. I guess my question is, where? Oli.
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