TurboB15sentra
04-22-2004, 02:22 AM
I've been working on my SR a little at a time.. kinda picking up the pace a little to get this thing in time for the SE-R Convention at Willow Springs (Los Angeles, CA) next month! Here's some pics of the assembly of my engine. :)
http://www.fi-r.com/images/Myengine2.jpgGot the block back from bieng bored/honed and cleaned.
http://www.fi-r.com/images/Myengine3.jpgI decided to use new Pulsar (54C) main bolts, as they are 20% stronger. You can tell the difference by looking at the top of the bolt. There's a dish in the head of it. The material looks a lot beefier as far as the forging of the metal.
http://www.fi-r.com/images/Myengine4.jpgGot the main caps in and girdle with the new bolts. We mic'd the crank pins and the block with the caps/girdle on and TQ'd down. I was amazed at how far off some of the clearances were from what the recommend bearing was (stamped marks on block and crank). I anticipated this, and bought an extra set of each available size main and rod bearing.
http://www.fi-r.com/images/Myengine6.jpgMy buddies helping to TQ down the main bolts.. The Pulsar bolts need to be a little more snug than the DE bolts. We used a TQ angle meter to get the final TQ specs. Using a TQ wrench after, we figured it to be 65ft lbs or so.. whereas the DE bolts are usually around 52-53ft lbs final TQ.
http://www.fi-r.com/images/Myengine5.jpgHere's a pic of the stock RWD DE rod and piston compared to the Saenz rod and JE piston.
http://www.fi-r.com/images/Myengine7.jpgBeautiful!! :)
http://www.fi-r.com/images/Myengine8.jpgARP head stud compared to a factory DE headbolt
http://www.fi-r.com/images/Myengine1.jpgARP studs installed. It's wierd, you only have to hand tighten them in the block using a moly lubricant.
http://www.fi-r.com/images/Myengine9.jpgTQ'ing the head studs down. Final TQ recommended on an alluminum block was 85ft lbs using the ARP moly lubricant. I used a Cometic metal headgasket as well.
More pics to come... I have to get crackin' to get this thing done in time for the convention! And yes, I am driving the car there and back from Louisiana. :)
Travis
http://www.fi-r.com/images/Myengine2.jpgGot the block back from bieng bored/honed and cleaned.
http://www.fi-r.com/images/Myengine3.jpgI decided to use new Pulsar (54C) main bolts, as they are 20% stronger. You can tell the difference by looking at the top of the bolt. There's a dish in the head of it. The material looks a lot beefier as far as the forging of the metal.
http://www.fi-r.com/images/Myengine4.jpgGot the main caps in and girdle with the new bolts. We mic'd the crank pins and the block with the caps/girdle on and TQ'd down. I was amazed at how far off some of the clearances were from what the recommend bearing was (stamped marks on block and crank). I anticipated this, and bought an extra set of each available size main and rod bearing.
http://www.fi-r.com/images/Myengine6.jpgMy buddies helping to TQ down the main bolts.. The Pulsar bolts need to be a little more snug than the DE bolts. We used a TQ angle meter to get the final TQ specs. Using a TQ wrench after, we figured it to be 65ft lbs or so.. whereas the DE bolts are usually around 52-53ft lbs final TQ.
http://www.fi-r.com/images/Myengine5.jpgHere's a pic of the stock RWD DE rod and piston compared to the Saenz rod and JE piston.
http://www.fi-r.com/images/Myengine7.jpgBeautiful!! :)
http://www.fi-r.com/images/Myengine8.jpgARP head stud compared to a factory DE headbolt
http://www.fi-r.com/images/Myengine1.jpgARP studs installed. It's wierd, you only have to hand tighten them in the block using a moly lubricant.
http://www.fi-r.com/images/Myengine9.jpgTQ'ing the head studs down. Final TQ recommended on an alluminum block was 85ft lbs using the ARP moly lubricant. I used a Cometic metal headgasket as well.
More pics to come... I have to get crackin' to get this thing done in time for the convention! And yes, I am driving the car there and back from Louisiana. :)
Travis