dallas has more time to run too...more places to go as well....texas motor speedway, ennis drag, kennedale drag, northstar drag, redline drag, you get the point. many car clubs do dyno days and then 30 for 3 pulls is the norm
__________________ I would rather be HATED for who I am, then LOVED for who I am not.
dallas has more time to run too...more places to go as well....texas motor speedway, ennis drag, kennedale drag, northstar drag, redline drag, you get the point. many car clubs do dyno days and then 30 for 3 pulls is the norm
yeah, round here its about 100-130 for 3 pulls.
it will be a maybe if i can afford it after the swap. still if bob can get pulls with his non-cammed engine, and i can get pulls with my eurocammed engine, that will give us numbers too .
i thought of making my own thread for the swap with the DE ecu/harness, but now that we got this stickied, i'll put mine in here, and have bob edit the first post if he still can to note that its farther along. i'm hoping to get it started next week.
awesome deal...I am actually considering either a swap for a ca18de or sr20de. I found both under 1k. the ca for 595 and the sr for 695. but thats more than I bought the car for, lol.
we will see though. the exhaust manafold needs a lil work to get onto the car again
__________________ I would rather be HATED for who I am, then LOVED for who I am not.
I have had some more progress with this, I chased some of the issues down to the lack of an air box creating problems with the MAF and idle stability. I still need to figure out the closed loop cycle before I do my writeup with pictures. I also think I may have made the TPS adapter a little off, as I cannot seem to adjust it quite far enough yet.
My other setback is the pulsar burns allot of oil (very worn rings) and I cannot licence it to drive untill I pull it apart and replace the rings.
BTW it burned oil before I started this project, I just wanted to do it to an engine that I did not care as much about since the Sentra is the daily driver.
This has thus far been a fast paced exciting adventure, and I hope I continue to have such great success.
Just to keep you guys updated this project is still going strong.
I Replaced the throttle cable with the one from the 1991 sentra, and finished installing the air box, as well as moving the spark coil to make room for the new air box.
I also hooked up the EGR system, and have hooked up several other minor things like PCV and such
I just ordered a new rebuild kit, and I will be tearing the whole thing down to replace the rings and valve guide seals. Once it is all back together I will be doing the write-up with all the pictures of each piece modified.
I plan to make this car the daily driver for a while, so I can get accurate numbers on the fuel economy and to see just how reliable it will be.
Way to go! I can't wait for this to be finished... my friend and I are going to undertake the manifold swap on his '89 GA16i, and even go as far as to turbo it. I'd love to feature your swap on my YouTube channel if you have a video camera.
OK,
the re-build is well on it's way.
The pictures will show much better than I could explain, so...
I am currently re-building the Head with new valve guide seals, and cleaning/ lapping all the valves. The piston ring end gap was about .025"-.030", but the bore is perfect, just a light hone and a new set of rings should make this baby perfect.
I noticed the front sway bar end link was broken, so I replaced it with a new one, and installed some Hankook Ventus HRII P195-50-R15's on some Saturn 15" rims and took it for another run. The difference in handeling alone makes me excited to get the engine finished.
I am going to start another thread some time here with the write-up with pictures of the MPFI swap.
BTW I am leaving on a business trip starting in april, and will not be able to work on this for 6 weeks as I will be out of the country, so even more reason to get this done sooner!
The Engine is now re-assembled! The oil consuming has stopped no more clouds of smoke behind me when driving. I took pictures of everything I modified, and now am in the process of doing a writeup with dimentions and such.
I just need to put my new licence tags on and I can start documenting the mileage, and see just how reliable this thing will be.
I have to say that the MPFI manifold looks right at home in the engine bay.
Well, I have gone through the first tank of gas with it and was pleasently supprised to see I got 28MPG. That is with driving it very hard constantly, and long periods of idling. The ease which it passes cars on the open highway is astonishing, starting at 55 and without dounshifting press the gas pedal to the floor and a few seconds later I am going 75. Climbing hills can be done in top gear with very little throttle. The only dissapointing aspect thus far is it tends not to have very good power from 5,500 RPM to 7,000 RPM, but that is most likely from the restrictive exhaust and the stock bumpstick (cam).
I have resolved to take this thing to a dyno, just so I can get an accurate number before I do the cam and header swaps.
I also started the writeup on the wiring that gets spliced/ changed, there are only about 2 dozen wires to deal with total, and most of them are a easy cut and splice.
The more I drive this car the more I wonder why I did not try it before, it is so very simple!
thats awesome bob! and yeah, don't expect much more power between 5500 and 7k. the 3valve GA is definitely a mid-range engine. makes sense its power is in the mid range, being a 3 valve per cylinder setup. but yeah, the cam + header/exhaust will only compliment that mid range power and low end torque even more.
for the time being i've decided not to do the turbo project. i think with useing the GA16DE ecu/harness, JWT ecu tune, completing all boltons including the fidanza flywheel (9lbs where the JWT is 11), and the GA16DE UR pulley which has resurfaced, and going with a port match/polish on the head, i should achieve some nice N/A numbers while keeping the stock 9.4:1 CR.
Well, I have now run 3 more tanks of gas through and I am averaging about 26MPG in the city.
I only have a week left before I am deployed so I probably won't bother posting what I have done on the write-up until I return some time in June. I am going to try to get this on a Dyno before I go and also see if I can get some videos uploaded.
Well, I have now run 3 more tanks of gas through and I am averaging about 26MPG in the city.
I only have a week left before I am deployed so I probably won't bother posting what I have done on the write-up until I return some time in June. I am going to try to get this on a Dyno before I go and also see if I can get some videos uploaded.
26 city is pretty damn good. considering the power increase and the delivery efficiency increase, i would assume that this is going to be between 36 and 42mpg hwy, and that would be american gallons. different up here lol.
So I put it on a Dyno yesterday, and was a little dissapointed with the results...
Sorry I don't have an electronic version to post just yet so it is a little blury from scaning the printout.
I suspect the cat is plugged from all the oil it was burning previously. The HP drops of relitivly quickly right after 4,500 RPM with a Peak of 78HP and 92 FT LBS TQ.
This was dynod at 6,500 feet of elevation, so If my math is right that would put me around 92HP and 105FT LBS of TQ at sea level right around 4,700- 5,000 RPM for the peak HP and Peak TQ around 3,500-4,000 RPM.
I have not measured the back pressure on the exhaust yet but I suspect it is really high causing a very sharp drop in TQ and HP around 4,500 RPM.
The AutoGuide.com network consists of the largest network of enthusiast-owned enthusiast-operated automotive communities.
AutoGuide.com provides the latest car reviews, auto show coverage, new car prices, and automotive news. The AutoGuide network operates more than 100 automotive forums where our users consult peers for shopping information and advice, and share opinions as a community.
.
Linear Mode
