Aren't the 3000TT pistons used with the 24V heads? If so, don't the pistons have 4 valve reliefs instead of the single triangular dish valve relief on the 12V heads that I'm using? I'm not sure the combination is compatible... and if it is, what the CR would be using TT pistons and 12V heads.

On the spark plugs - yep - already started nosin' around and that's why I'm expecting to find more than a blown head gasket. I've already pulled #5 and #6:

#5 is closest to the fuel supply and looks pretty good:


#6 is furthest from the fuel supply and looks pretty bad - aluminum AND oil deposits that suggest a blown piston:


It may be that the end of the fuel supply run went lean because the fuel pump is inadequate and/or I need to supply both sides of the fuel rail with a dual-feed arrangement - or redesign the intake/fuel system and use this lower intake and injector rail from a 3000GT SOHC:


The rails are a larger diameter and set up for o-ring fuel fittings, but the rail doesn't fit the Montero lower intake - so, the 3000GT SOHC lower intake would have to be used and somehow jiggered for all of the sensors... and would also require machining another blower discharge plenum - which would give me the opportunity to incorporate a water/air aftercooler. <img src="/forums/images/graemlins/rolleyes.gif" alt="" />

Frank

Frank, I went through all of the 3000 GT intake options. The real issue is that the distributor will not fit with the upper... Duh, you're gonna build your own....

If you're gonna do a water to air....
Years ago, I put a Shelby charger turbo 2.2 eng trans combo in the back of a Bradley GT kit car & used the AC to cool water in a resivoir for intercooling.I could run 16 Lbs of boost on miller beer with no detonation problems.

If I were to do it today, I'd take a Caravan DUAL AC compressor (front & back AC) & run 1 circut for intercooling & 1 circut for comfort. Hobbs/throttle switch to disable compressor for full throttle power. 46 degree intercooling ROCKS !!!

Looks like MS & EDIS are in your future, Frank.

Good luck & thanks for the persp... inspiration......

Ed

I won't know until I pull the engine and take a close forensic look, but my instincts tell me that the problem was caused by either a tired/insufficient fuel pump and/or the diameter of the crossover pipe on the fuel rail. I called 3SX in NC the other day and talked with one of their guys for a long time. He said they routinely see 3.0Ls with blown #6 pistons (same as what I "think" I have)... and their solution is a larger 255 l/hr pump + a larger diameter crossover..... HELLO?? That said, I think a dual feed would be better if I can fit it to my fuel rail, which won't be as easy as modifying a 3000GT rail.

I AM thinking about MS - I'm a little concerned about idle quality, though, and need to read some more. I'm not leaning toward EDIS... yet. The optical distributor trigger should work with less modification - but again, I'm still reading and learning.

I still think that the FMU + maybe an MSD timing retard would work at 6psi, but I don't want to blow another engine - particularly if the next one has $600-800 forged pistons and $200 head gaskets.... and I can't say definitely that if the fuel rail/pump situation was corrected that I wouldn't run into another problem.... so I'm looking for the cheapest solution that I feel confident will do the job. I'm also hard-headed enough to still think that the stock 8.9:1 CR pistons and OE ECU will work with 6psi if I can solve the fuel rail balance/supply issues, but I want to see the internal parts before going down the same road again.

I'm not considering the aftercooler as seriously as the other stuff..... it'd be nice to have, but I'll have to do a lot more machine work to make it fit in a worthwhile size.... maybe, maybe not.

Frank

LOTS of reading on those. MS has a stepper motor control for idle now in MS2. I "think" it can also trigger spark using the two crank position sensors in the stock dizzy - have to check the input signal to the ecu for compatibility.

Re the fuel rail, why fool with it? Look at the captive injector bungs on the SDS site, combined with whatever size hose you need for the flow you require, and junk the stock fuel rail, which, after your experience with it, should be a lot of fun. A Master E8000 fuel pump should cure that part, and looks like it will fit the stock fixture with minor mods.

Yank, you keep coming up with my best ideas. Any telepathy in your family???

Frank, remember that the 8.9 pistons have a higher dome height than the flat top 8.0TT pistons, and if that is still a problem, just use sohc24v heads, too, and get all that nice valve curtain area, the two headed injectors (to squirt at two intake valves) with their higher capacity, the huge intake and exhaust ports. The head is only slightly bigger than the sohc head, and I think all the dohc parts fit the outside, except of course the twin cam sprockets.

Yes, the IAC can be controlled by MS now, but I see no provision for A/C or P/S signal input - nor do I see any control for idle speed monitoring/adjustment - only a coolant temperature stepper value for cold start. There's probably a way to introduce a switched electrical value for P/S and A/C stepper control, but I haven't seen it addressed in any of what I've found so far.

Yes, the optical CAS and trigger wheel in the OE distributor will work with MS2 v3.0 boards and allow the SOHC distributor to fire the OE single coil.... very tempting for sake of simplicity.... the 5v trigger appears to need nothing except a board jumper and correct wiring.



Thanks - just looked at those - they look promising.

Frank

Frank,

Thought you might be able to throw this guy a bone - Supercharge Mits 3.0 with Toyota Supercharger!

Hi Charlie -

OK, I'll try to register there and see if I can tell him how to blow up a 3.0L. <img src="/forums/images/graemlins/lol.gif" alt="" />

I hope to get around to pulling my engine before too long - need to get Bob's off the stand first, though.

After a lot of tinkering I think I've figured out how to replumb the fuel rail - and have tentatively decided to run larger, 325cc/min. injectors, a bigger fuel pump, larger fuel lines, a 1:1 boost-referenced regulator and a MegaSquirt ECU.... just need time to do the work.

Frank

While waiting for parts for Bob's engine, I used it as a test mule to check some ideas for the second S/C edition.... the fuel rail will be a dual-feed arrangement something like this:

Here's the new 1:1 vacuum/boost referenced constant pressure differential Holley regulator:

The new blower idler installed - hope there's not so much wrap the belt rubs on itself:

Bob better hurry up and send me his exhaust manifolds so I can finish his engine - I'm feeling the urge to put his engine in my truck. <img src="/forums/images/graemlins/lol.gif" alt="" />

Frank

Clanky, clanky...

After seeing a turbo retrofit on TV ( 06 Corvette) I am having new thoiughts about my Raider. On the show, they replaced the mufflers with a pair of turbos. The aluminum ducting added to the intercooling effect. due to tuning add-ons, there was minimal lag.

So. mu muffler's shot.... I'm going to pull the exhaust & mount an 87 supra turbo right at the Y pipe flange (already in stock.

When Frank completes his supercharger tuning, I will piggyback with the turbo. I was thinking about a dual rail arrangement & have already adapted a Caravan rail with flanges & 1/2" tubing in & out. Found a rising rate regulator on a 300ZX to install on it. I will have them installed before using the turbo.

I used Eclipse injectors rated at 240. I had to modify them at the tip (due to split ports ) with an exacto knife. They seem to add enough fuel to have increased power output in a N/A situation. Of course, that could be due to cam differences of monty/Stealth engine swap.

But first will be the Diamante AFM install this weekend. I believe it should work. It is a Karmann Vortex unit like ours. It has an appreciable difference in CFM. I'll let you all know next week how it works.

Ed