My 2014 Refresh/ 6G74TT conversion

[Uniuno]

It's that time of year again to spend all the monies on the 3k. Most people's yearly refresh includes things like changing the oil, checking the brakes, wash/wax, and maybe throwing in a new air freshener. Mine tend to be engine rebuilds.

I sold my Del Sol over the weekend and couldn't think of a better place to dump the cash.

I ordered a 6G74 from BestofJDM.com. They have the most complete parts list out of any that I've found and are based in Virginia. Most people say to go through JDMEnginesDepot. Their website says they are out of stock so I emailed them to find out when they would be back in stock. They replied that they are unavailable.

Since I have to modify my SS downpipe anyway I figured now is the time to order a cat-back so that whatever exhaust shop I take it to can make my DP work with it rather than lining it up with my stock 2.5" and later trying to get the new exhaust to fit. I ordered the IPS quad tip system. I've heard nothing but good reviews on it and I like the way it looks stock but flows better and weighs less.

I also found a good deal on a 4-bolt turbo oil pan. You either have to modify the 74 oil pan to clear the t-case or grind the 74 girdle to clear the 72 pan. Grinding the girdle seems like the less painful way to go.

The only other thing I thought I might need is '99 style lifters. I went ahead and picked them up from 3sx with the tool that they have on sale.

Of course other things will pop up but I'll deal with them as they come.

[sketch]

nice. interested in seeing your setup with the oil pan down the road.

what setup are you going to use for the turbos on the 3.5?

[CoopKill]

My refresh started in 2012 I believe. :(

In to see some awesome sauce!

[Uniuno]

Thanks guys, the plan is to have it ready for NG this year so hopefully I can make it happen!

Since I'm going to run the 3.5L stock with 10:1 internals I'm going to be limited on turbo choice. The ultimate goal is to have a 8.5:1 forged 3.5 with Kamak 20T turbos to make a torque-monster street car. So I really don't want to spend much (if any) on a temporary turbo set up.

I don't know how much a stock 74 can take before hitting knock. I could convert to e85 but then the engine may not handle it. I feel like it's kind of a weird place to be.

I remember how much fun I had on my 10:1 9b low boost set up and am kinda going for that again with this, except now I'm AWD.

Ultimately, I want to be able to drive it. The thing spends too much time under the knife (at least I get enjoyment out of working on it) or in storage and not on the road.

[sketch]

ah, i wasn't aware that you were going to stay 10:1. are you going to tear down the 3.5 when it arrives to rebuild?

[Uniuno]

Not this year. Maybe that will be the 2015 refresh ha

[Uniuno]

First update is no bueno.

The JDM engine supplier contacted me to tell me the engine they have in stock didn't pass compression and would not be shipped. It's actually really nice that they did the test and aren't sending it out anyway. OR maybe they don't actually have the engine and it's just a delay tactic.

3SX also contacted me to let me know that they are out of lifters and are expecting a new shipment soon. Shortly after I got a notice that the order has been shipped, so maybe they got them sooner than they expected?

[sketch]

maybe they just created the shipping label to get it ready for when the replacements arrived

sucks to hear about the delay on the engine :C

[Uniuno]

I can finally update this thread!!

Big bore lifters came from 3sx it seems like forever ago.

Eventually got the quad-tip exhaust from IPS.

I have a new B&M oil cooler (Summit)

Also got my Prosport oil filter adapter plate for a more accurate oil temp reading. (Prosport)

My new -10 turbo drains that I ordered are also sitting on the shelf waiting to be cut to length and installed. I made custom -4 feeds that should have enough length to reach the turbos without issue.

I got the email today that my engine is shipping out today. They took a video of the compression of my actual engine before shipping it.


https://www.youtube.com/watch?v=jtrJbWtWXoE

210ish per cylinder. Seems a bit high to me, they must have squirted some oil in the cylinders first. At least they are all consistent.

I still need to order a water pump and timing belt for it before I drop it in. I was considering doing GZP's preset cam gears unless an alternative drops in my lap.

So now it comes down to my NG decision. The car is going. I borrowed an engine from Mitoska that will drop in no modifications needed and I'll be able to get it running within a day and a half and drive it to NG.

The 3.5 will be cutting it tight, I don't expect to see it realistically before the 13th. I know I have to modify the girdle, I don't know exactly how much I have to grind off, but I already have a 4 bolt oil pan to use. I also already have the fittings to modify the thermostat housing for the turbo coolant lines. I think the only other thing that needs modified is the downpipe. I plan on taking it to a shop to do it so there's another day wasted on it.

[CoopKill]

I have a set of the preset cam gears I will save you some coin on if interested.

[Uniuno]

So I got delivery notice that the engine will be here Tuesday! In the meantime I need to get my garage cleaned up and ready for the engine swap.

Also, Thanks to Bill I have a set of GZP cam gears on the way. You rock!

[Uniuno]

The eagle has landed.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0125_zps02ae14c9.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0125_zps02ae14c9.jpg.html)

Exactly two weeks until I drive to PA for NG.. Plenty of time, who wants to grab a beer?

[Uniuno]

First, I gotta say, I am really pleased with the appearance of this engine. Everything is super clean. The only damage that I've found is on the upper timing covers.

Here it is, unwrapped, still in the truck.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0127_zpsca7e6a36.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0127_zpsca7e6a36.jpg.html)

All pulleys turned freely, with no bearing noise when turned by hand. I replaced mine within the last 5 years and with as little as I drive it they are still fine, but it's nice to have spares.
http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0128_zps6c7c6d87.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0128_zps6c7c6d87.jpg.html)

Upper timing cover damage

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0129_zpscfb912f0.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0129_zpscfb912f0.jpg.html)

3500 Woo!

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0130_zps8328be95.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0130_zps8328be95.jpg.html)

Fuel rail cover:

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0131_zps51f3df57.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0131_zps51f3df57.jpg.html)

Engine code from compression video:

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0132_zpse726c424.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0132_zpse726c424.jpg.html)

Super clean wiring harness

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0133_zps763e29f4.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0133_zps763e29f4.jpg.html)

Goofy mounting place for the PTU

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0135_zps185b97f9.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0135_zps185b97f9.jpg.html)

Light rust on the crank snout. Also RTV for the rear main seal housing? Somebody's been here before, that seal is supposed to be dry.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0134_zps10fbc888.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0134_zps10fbc888.jpg.html)

AC compressor that is much cleaner than the one in my car

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0136_zps22af4ff2.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0136_zps22af4ff2.jpg.html)

Alternator

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0137_zps5e2eff03.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0137_zps5e2eff03.jpg.html)

goofy dual TPS throttle-body linkage

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0138_zps120e9367.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0138_zps120e9367.jpg.html)

On the stand.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0139_zpse2db025b.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0139_zpse2db025b.jpg.html)

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0140_zpsec7c0ed3.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0140_zpsec7c0ed3.jpg.html)

More to follow.

[Uniuno]

Because I'm running turbos I have to modify the thermostat housing to supply them with coolant. Since the 6G74 heads are further apart you can't just swap the 6g72 TT housing over.

I started by taking some intake pipes out so I could see the stock housing and where the lines are. I wanted to make sure I plumbed them in the correct places so I didn't have two feeds going to a turbo

I forgot to take a "before" picture, so this is as good as it gets without digging for and older one.
http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0141_zpsea788ce0.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0141_zpsea788ce0.jpg.html)

I used a 7/16 drill bit with a 1/4-18 NPT tap

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0144_zps2cab83fe.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0144_zps2cab83fe.jpg.html)

Hole drilled now to tap.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0143_zpsb3e4c6b7.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0143_zpsb3e4c6b7.jpg.html)

The tap bottomed out on the level below. Since the tap is tapered I couldn't just stop there.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0145_zps6b0ae821.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0145_zps6b0ae821.jpg.html)

So I bought another tap and cut the end off it. These are the fittings I'm going to use.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0146_zps43f48a28.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0146_zps43f48a28.jpg.html)

The cut tap did the trick, got a couple nice threads.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0150_zpsd74e651f.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0150_zpsd74e651f.jpg.html)

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0147_zps0c7df6a0.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0147_zps0c7df6a0.jpg.html)

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0148_zps50aa6c2d.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0148_zps50aa6c2d.jpg.html)

I'm going to be using that bigger plug for my aftermarket gauge setup. The stock one wasn't being used anymore so that hole got re-purposed as a turbo feed.

(1/8 NPT thread)

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0149_zps3bba53c9.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0149_zps3bba53c9.jpg.html)

Final product, with Teflon tape.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0151_zpscc8dfe74.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0151_zpscc8dfe74.jpg.html)

The last turbo feed/return is on the fill neck itself from the 6G72 engine and will transfer over.

[IPD]

subbed.

[sketch]

I like what you did here with the left most coolant barb:
http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0151_zpscc8dfe74.jpg

you won't need to trim the front head like you would with a normally converted housing:
http://www.3sx.com/store/catalog/coolant-line-turbo-kit-3sx-25-600-label.jpg
(3sx housing pictured above (http://www.3sx.com/store/comersus_viewItemBundle.asp?idProduct=28846))

are you concerned about flow here at all with it being in the 1/8" sensor housing OR the hard right angle? also, I believe it is BSP, if you're concerned about the threading at all or possible leaks down the road

[Uniuno]

I thought it would have been BSP too, I ran a 1/8-27 NPT tap in it and it went in without much resistance and the threads looked great afterwards. I was able to get the fitting quite tight and then used teflon tape. I really don't think leaks will be an issue but of course I'll keep an eye on it.

I was more concerned with drilling and tapping the end of the housing on a casting line so near to the flange and the back side of that sensor hole. It ended up being the lesser of two evils. I guess the other route would have been to use a smaller tap to tap in just the barb fitting that I have off the 90* fitting.

These are great points to bring up, thanks for asking!

[sketch]

there's only a 1 thread/inch (TPI) difference between NPT and BSP at the 1/8" size - 27 NTP TPI vs 28 BSP TPI (and a negligible thread angle/pitch difference, IIRC). The first few threads will go in easily before you run into any trouble.

that being said, I know people have shoved in 1/8" NPT water temp sensors for aftermarket gauges into that spot without running into any trouble re: leaks anything as they get it tight enough (with teflon tape, as you used). I just bring up the point as it's under pressure, and I don't know if there will be any difference with you using that spot as a pass through vs. a blocked spot is all.

regardless, love your work here with this!

[Uniuno]

That makes sense why it didn't fight me much, thanks for the information!


Also, Thank you Alan for the title change.

[futurevr4man]

Just to be on the safe side I am asking this:

Does your water neck face the correct direction? It looks like it does (I believe they face the direction that the two bolts are on, as opposed to the one on the other side... like a triangle pattern) but there were some 74's that came with water necks facing the other direction. Rather you think ahead on this, ya know?

[sketch]

Just to be on the safe side I am asking this:

Does your water neck face the correct direction? It looks like it does (I believe they face the direction that the two bolts are on, as opposed to the one on the other side... like a triangle pattern) but there were some 74's that came with water necks facing the other direction. Rather you think ahead on this, ya know?

74/72 waterneck comparison
http://wrenchjockey.com/Images/6G74/Welder6g74/ThermoWeld2.jpg

his waterneck:
http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0149_zps3bba53c9.jpg

looks legit to me...can also see the lack of spot for the feed on the far right side compared to the first photo - it looks like the modified 74 neck in the top photo had a spot welded on for the coolant line to plug in on the far right side

[futurevr4man]

just didn't want him to run into this:

https://scontent-a.xx.fbcdn.net/hphotos-xaf1/t1.0-9/303374_3321866444502_1057269000_n.jpg

[sketch]

good call. that would be incredibly unfortunate....did it happen to you?

[Uniuno]

just didn't want him to run into this:


That would have sucked. I guess there is some luck involved getting the right engine from the importers.

[Alex3000gt]

I think the compression on that motor was 210 because it is naturally aspirated (10:1 compression).

The 8:1 motors are lower

Edit: Just opened the manual.
6G72 N/A motors shall be 185 psi, minimum 139 psi
6G72 Turbo motors shall be 156 psi, minimum 115 psi

Not sure if it is different for the 6G74, but I would imagine 10:1 compression is 10:1 compression. As you said, I wouldn't worry about it since it is consistent across all cylinders.

[futurevr4man]

good call. that would be incredibly unfortunate....did it happen to you?

Who do you think took that picture?! Hahahaha


That would have sucked. I guess there is some luck involved getting the right engine from the importers.

I had to piece my engine together... hindsight is 20/20. I made it more difficult than I needed to. But it didn't really cost me a lot more money or anything so whatever...

[Uniuno]

There are two ways to go here, grind the girdle to clear a 2nd gen TT pan and drill the block for the dipstick tube, or mod the 74 pan to clear the t-case and turbo oil drains. My research on the subject returned the girdle grind to be the easier method. After doing it now though I am questioning it. I'll let the pictures do the talking.

The 74 pan is a two piece aluminum/steel thing

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0158_zpsaa2a2755.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0158_zpsaa2a2755.jpg.html)

Unmolested girdle

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0159_zps47e3d53d.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0159_zps47e3d53d.jpg.html)

4-boltyness :-)

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0160_zps3ba68acb.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0160_zps3ba68acb.jpg.html)

While I was in there I replaced the oil pressure bypass spring with a slightly taller one from a VR4 oil pump

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0161_zpsfaf38664.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0161_zpsfaf38664.jpg.html)

My attempt to keep metal fragments out of the engine.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0162_zps6db81d15.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0162_zps6db81d15.jpg.html)

Here I marked where the dipstick relief had to be made

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0164_zpsc3bb813a.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0164_zpsc3bb813a.jpg.html)

Started by cutting notches

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0165_zps8842d07e.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0165_zps8842d07e.jpg.html)
http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0166_zps1bcf9b34.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0166_zps1bcf9b34.jpg.html)

Then ground them out

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0167_zpse34d5722.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0167_zpse34d5722.jpg.html)

Still a long way to go

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0168_zps0eb58091.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0168_zps0eb58091.jpg.html)

Losing this 90 degree harbor freight tool slowed progress, had to go buy another one. ( I found the old one the next day, go figure)
I started with a 1/8ish drill bit for a pilot hole, then went to a 7/16 to get all the way through. It's a stepped hole, the tube needs a 25/64 drill bit.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0170_zpsb49064d7.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0170_zpsb49064d7.jpg.html)

I used rare earth magnets to collect metal shavings.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0172_zpsca4483ec.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0172_zpsca4483ec.jpg.html)

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0171_zps597d12ab.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0171_zps597d12ab.jpg.html)

Dipstick done

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0173_zps677debd2.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0173_zps677debd2.jpg.html)

[Uniuno]

More grinding..

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0174_zps495f2c51.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0174_zps495f2c51.jpg.html)

...a lot more

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0175_zps331a05b4.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0175_zps331a05b4.jpg.html)

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0177_zps3c5224de.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0177_zps3c5224de.jpg.html)

So the girdle is actually just too fat in some places to fit the pan. Right next to the dipstick tube where that hump used to be is where the turbo drain flows into. Had to grind clearance for that to flow as well.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0182_zpsda25e815.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0182_zpsda25e815.jpg.html)

Now to the other side.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0183_zps7f34b7d0.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0183_zps7f34b7d0.jpg.html)

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0184_zps60250477.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0184_zps60250477.jpg.html)

I used a cut off wheel to remove the bulk of the metal on this side to clear the t-case. Then cleaned it up with a grinder.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0185_zpsbbddcd03.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0185_zpsbbddcd03.jpg.html)

The snout of the pan is a bit narrower on the steel 72 pan so a lot of meat had to be removed

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0186_zpse5411b9a.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0186_zpse5411b9a.jpg.html)

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0187_zps2ca0ce6f.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0187_zps2ca0ce6f.jpg.html)

I did my best to clean the metal fragments out of the engine, but I knew no matter how hard I tried there were going to be some in places I couldn't get to. So I lined the bottom of the pan with rare earth magnets. These came from ABS pumps from late model Chryslers.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0194_zps76c50e4e.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0194_zps76c50e4e.jpg.html)

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0195_zps145d1fe6.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0195_zps145d1fe6.jpg.html)

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0196_zpsc2c59dc5.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0196_zpsc2c59dc5.jpg.html)

The aluminum 74 pan flange is thicker than the steel 72 pan, you must use the 72 pan bolts. The 74 bolts are long and will bottom out.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0197_zps8fb4488b.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0197_zps8fb4488b.jpg.html)

So my NA rear main seal housing and the 74 housing are the same. Apparently the 2nd gen TT rear main seal housing is slightly different. I wasn't able to use those two bolts. I still got decent crush on the RTV so I'm not worried about leaks.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0198_zps6f88c201.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0198_zps6f88c201.jpg.html)

[Uniuno]

I ordered the timing belt and water pump together for the DOHC Montero figuring it would all be the same. Sadly I was wrong. The belt, pulleys, and tensionor were all fine, but the water pump didn't match up with the rear housing. It was only one bolt hole off. Actually, it was also missing the boss for the bracket to attach it to the lower intake plenum as well, but as I normally leave that off it wasn't a concern.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0193_zps5cdfcb53.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0193_zps5cdfcb53.jpg.html)

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0192_zps8daf7ef4.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0192_zps8daf7ef4.jpg.html)

The original water pump was super clean and the bearing felt perfect so I used new gaskets and put it back together. I wish I had more time, but this thing is going to NG in just over a week!

[Uniuno]

Other work completed over the weekend:

Pulled engine out of the car.
Cleaned engine bay with Grime Reaper (awesome stuff)
Installed new timing belt, timing pulleys, and GZP preset cam gears (thanks Coop).
'99 lifters (3sx with tool, the tool is actually really handy, I'm glad I have it now)

Thanks to my buddy Bryan for helping! An extra set of hands while setting timing are extra helpful.

We did find some oil coking in a couple exhaust ports on the heads. I was going to replace the VSS since I have a set laying around, but I figure it's only a matter of time before the factory composite head gaskets give out and I'll be able to change them with the heads off. I really hope it doesn't smoke a whole bunch in the meantime.

[futurevr4man]

If I had thought about it, I would have warned you on the rear main seal. I have a pic of it somewhere...

https://fbcdn-sphotos-a-a.akamaihd.net/hphotos-ak-xaf1/t1.0-9/292219_3157491895241_1158070490_n.jpg

74 on left, 72 on right. I didn't know about the water pump though... I used all 72 stuff on mine

[Chris@Rvengeperformance]

If I had thought about it, I would have warned you on the rear main seal. I have a pic of it somewhere...

https://fbcdn-sphotos-a-a.akamaihd.net/hphotos-ak-xaf1/t1.0-9/292219_3157491895241_1158070490_n.jpg

74 on left, 72 on right. I didn't know about the water pump though... I used all 72 stuff on mine

seen that before :)

I'd have just drilled the pan for the new location...

[Uniuno]

Thanks VR4Man!

Gump, I would have drilled the pan but the wall rolls up right under the bolt hole. Drilling and tapping might be an option, but I don't know if it's worth it. If anything I'll hunt down a 72 TT rear main seal housing for next time.

[Uniuno]

So after getting the pan on and sealed up I realized I couldn't turn the engine over anymore. The crank was hitting the pan in three places.

One on the top of the lip on the back side of the engine

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0205_zps594647ea.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0205_zps594647ea.jpg.html)

The other two spots are above the t-case

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Oil%20Pan/IMAG0202_zps51a63a85.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Oil%20Pan/IMAG0202_zps51a63a85.jpg.html)

After taking out some frustration over the whole deal with a hammer and several test fits later they finally cleared.

I am usually a little better researched when doing this type of thing. The TT and AWD conversions went much smoother than this.

[sketch]

that's a PITA. at least you figured it out quickly!

[Uniuno]

It's getting down to the wire to be ready for NG and I just got the engine dropped in last night. I wouldn't be worried about it but I have to rely on an exhaust shop to do the downpipe. If a vendor sold one for 6G74 conversions I would have just bought one and sold the one I have (Pssst, you! hint hint)

Anyway, there were a couple more things that needed modified before it would bolt in.

I quickly measured the rear engine mount boss on the 72

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0207_zpsf857a48e.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0207_zpsf857a48e.jpg.html)


Then compared it to the 74, you can see the gap at the end of the stick. This is actually deceiving, I had to grind away much more than just that little bit. The top mount bolt's boss is actually where it needs to be (no grinding required) and if you hold the mount up to it you'll see an acute angled gap. That's pretty much what I used for reference. You can see a gap now at the other end.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0208_zps1f1223a0.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0208_zps1f1223a0.jpg.html)

Judging by the aforementioned acute gap I actually needed to grind a little more, but the measurement taken from the mounts in the car and the brackets on the engine were within and 1/8" of the 26.5 they needed to be. It dropped in no problem, but the support bracket to the rear of the trans doesn't quite line up, so I'll be revisiting this next time it comes out.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0214_zpsef7d2822.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0214_zpsef7d2822.jpg.html)

I had to make an adjustment to the water line to the turbo, it was too tight for me to trust the hose not to kink so I added a 45 degree dude in there.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0218_zps8425bd15.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0218_zps8425bd15.jpg.html)

The engine to trans plate thing (technical term) needed some clearance to for the rear main seal housing. 45 seconds with the cut off wheel took care of it.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0222_zps3d203dd3.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0222_zps3d203dd3.jpg.html)

I spent a little bit of time cleaning up the engine bay and hitting the subframe with some fresh paint.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0206_zpsfb5aeba8.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0206_zpsfb5aeba8.jpg.html)

I dropped the engine without the trans because it's a pain trying to get the trans to go onto an engine swinging from a hoist.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0223_zpscb9c9bcc.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0223_zpscb9c9bcc.jpg.html)

Turns out to be a tight fit with the hood

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0224_zpsca010f34.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0224_zpsca010f34.jpg.html)

Then used the hoist to pick the trans up and a jack on the floor to level it as I slide it onto the engine ever so easily.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0227_zpscf5ce5a9.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0227_zpscf5ce5a9.jpg.html)

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0228_zpse095085a.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/Rear%20mount%20and%20drop%20in/IMAG0228_zpse095085a.jpg.html)


I got the transmission, t-case, axles in, and hubs put back together tonight. I also messed around with the catback, unfortunately I removed and/or broke (and lost) the mount by the gas tank on the passenger side so I'll have to get one from Mitoska.

The car is back on it's wheels and I'm going to take it to the exhaust shop after work tomorrow. They work from noon to midnightish so it would be awesome if they got it done tomorrow night. I'm hoping they work Saturdays if not. Otherwise I'll be finishing it up on Monday and taking it to PA on Tuesday.

[CoopKill]

Hot digity!

[Alex3000gt]

Super excited to do a ride along.

[Uniuno]

Quick update before bed.

The guy that owns the exhaust shop was nice enough to work on a Sunday, he was extra nice enough to let me help. He usually does GTR/Corvette exhausts and turbo set ups, but of course he'll make an exception to work on my 3000 and take my money.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0236_zps458f2c0e.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0236_zps458f2c0e.jpg.html)

While he had the down pipe on the bench doing the finish welding I was clearancing the subframe. I also hung the IPS catback while it was on the hoist, I forgot to take pictures, I'll get some tomorrow.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0238_zps97d082bc.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0238_zps97d082bc.jpg.html)

We ended up just adding this spacer and with the clearance made above the downpipe fit great. He wasn't very happy with the aesthetics of these welds, the pipe was very oil/grease contaminated didn't make for pretty welds. I'm just glad it's functional and done.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0239_zpsba0b4652.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0239_zpsba0b4652.jpg.html)

I towed the car back home and got all the fluids filled, the wire extended for my oil temp sending unit, and all of the accessories bolted up and the belts on.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0240_zps9be08dc4.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0240_zps9be08dc4.jpg.html)

I moved over to this side and got the slave cylinder reinstalled and then just decided to call it a night.

http://i491.photobucket.com/albums/rr275/uniuno/6G74%20Conversion/IMAG0241_zps9ccc0a4a.jpg (http://s491.photobucket.com/user/uniuno/media/6G74%20Conversion/IMAG0241_zps9ccc0a4a.jpg.html)

Going to hit the DMV in the AM to get the tags switched back over to it and get back to work on it. I hope to have it running by the afternoon sometime. I still need to gather things and pack for NG!

[Chris@Rvengeperformance]

cooool

[Uniuno]

Got everything buttoned up today. I cranked it for a while with the Cam and Crank sensors unplugged to build oil pressure. Once I saw the needle move a little I knew I had some oil flowing.


http://youtu.be/IpjI5f-cTZQ

It smokes a little just sitting there idling, and even more while driving. I figured it would because I found some coked up oil in the exhaust ports of a couple cylinders. I thought about putting valve stem seals in it but decided against it. My plan is to pick up a set of second gen TT heads and rework them.

It has a bit of a misfire, it's pretty bad actually. I thought maybe I left something unplugged, but nothing found from what I can see. I think it might be the coils, I used the ones that came on the engine since they looked cleaner, maybe it has a bad one.

Now I need to get the interior put back together and load cleaned up so I can get it loaded on the trailer for the trip to PA tomorrow!

[futurevr4man]

You are one ballsy son-of-a-gun taking it to NG so fast!

[Chris@Rvengeperformance]

sounds pretty good, cranks for a while but idles smooth. I take that back if that is the very first start.

[Uniuno]

Haha VR4Man, if it ran better I'd drive it there, but I think my ARC is wired wrong. Well, it's wired to the instructions but I was told the yellow wire should go somewhere besides where it says in the instructions.

That was indeed the very first start! I'm going to have some bugs to work out of it while at NG for sure.

[Chris@Rvengeperformance]

IIRC the yellow wire goes to the TPS? Matt has posted about this on the other site.

[Chris@Rvengeperformance]

ARC2 Install, Pin 67 VS Pin 62 for Yellow Cable (non OBDII 91-93) - Page 2 - 3000GT/Stealth International Message Center (http://www.3si.org/forum/f35/arc2-install-pin-67-vs-pin-62-yellow-cable-non-obdii-91-93-a-216103/index2.html)

[CoopKill]

Nice! Throaty sounding bastard it is!

[Uniuno]

Thanks guys! I wired the yellow wire to 12v and it made it run 50% better.

I ended up talking to Greg here at NG and he advised me to remove the arc for a more factory drivable car. I happened to bring my stock maf and wiring information/tools with and had it done in no time. Of course with 680cc injectors I couldn't drive the car. I did start it to back it up a little (gotta love parking lot mods) and it was idling at 10:1! The next day Greg spent some time digging into the tune. He scaled the injectors and we tried dialing in the afrs, it continued to run rough even after all that. I figured it wasn't the tune and with the help and encouragement of Alex we dug in to find the problem. I pulled the front three injector connectors off and each one made it run worse. Couldn't as easily do the rear bank so I had Alex pull spark plug wires one at a time. We found one that didn't make a difference. It was actually misfiring, I couldn't believe it was running as smooth as it was. Greg mentioned that it didn't make sense why the amount of air and fuel going in and the resultant afrs didn't line up, that was a big clue.

We found the root of the problem in the adapter harness I made when I did my tt conversion for years ago. One of the resistors that I had wired in for the injectors had it's wire break off flush at the edge of it. I attempted to solder the wire back to it but there just wasn't enough left to make it happen. I'll order a new resistor and some spares when I return from ng.

It's never just a tune.

Sent from my HTC One using Tapatalk

[Uniuno]

So I ordered the resistor that I needed and a bunch more at the same time so I'll have them if something else fails again. I installed it and started the car, seemed to run better, but still not great. I reflashed the ECU to re-enable some of the DTCs. Went for a test drive and checked codes with the LCDBC, It said "injector fault". I ended up switching back from the 680s to the 360s, reflashed the ECU again to rescale and set latencies. Started it up and it runs perfect now.

I went for a couple drives and did some logging. I wasn't getting any knock so I turned up the boost to what I figure is a reasonable level. I'm running 9.5 psi, and on 9bs that lasts til about 3500 and then begins to taper off. I've had some issues with my boost controller, but I think it's working better now. It was tapering off to 0psi by 4500 rpm, now it will hold about 5psi from 4500 and up.

I was logging through the ECU, but I need to get the setup for logging through the LCDBC so I can log wideband and boost.

A local 3S guy has a lead on some 13t HL wheel turbos and thinks he has a set of 2nd gen TT heads back at his parent's house. I think I'll pull the engine out over the winter to put those heads and turbos on them if I can get them as well as address a few other cleanup issues. For now though I will enjoy just being able to drive the car, I haven't been able to do that for a few years now.

[Unlogic]

Logging through the LCDBC works really. I really like the fact that you can keep an eye on the values in real time on the display without having to stop and dig through the logs.

[Uniuno]

Exactly, after having the LCDBC for so long I feel blind driving without it while taking logs.