Hahah, can always use it for your mailbox. I took the pistons out the top, they popped right out pretty much without any problems. Also i decided not to even screw with the broken bolts, with my luck id just break the bit off in the bolt. Also i dont want to screw it up to where the machine shop has a harder time getting them out.

 

Cylinder walls


Main bearings, the rod bearings looked every bit as good. That one little spot is the only brown i seen on any of them except for the side of the thurst bearing.

 

Got the exhaust spliced in. Tied in right below the passenger seat. Didnt want to cut any of the 4" as i will need to tie it into the new turbo kit etc. So i just used the long pipe it comes with, left the muffler out, and fabbed up a 4"ID by 3"ID reducer. The exhaust that was on there was the stock pipe with a glasspack instead of the stock POS. The dual 4" sounds a little deeper, alot dirtier, and not really any louder even w/out the muffler. Even being 3" off the turbo for 8-10' i went from hitting 13psi max in 4th @ redline hot and heavy up a hill to being able to hit 15-16 with ease in 5th on level ground. Factory crush bent 3" apparently leaves some to be desired. Will try to get a sound clip up. Supposed to be my day off 2maro, will have to see what the weather does, havent had a day off in 2 weeks. Cant speak to EGTs or mileage, only took it for a test drive, and has been ridiculously cold lately.

 

Keep up the good work.

 

Well, my new camera got here. Sound it takes SUCKS... must be the price you pay for a drop proof, dust proof, water proof, freeze proof camera. Picture/ video quality is good, and it was affordable. Either way, good for shop camera, yes, good for exhaust clip.. not so much. All the same, here is the exhaust clip i promised a little while back.

Shifting at 4k, dual 4" no muffler, 088 with many leaks and maxxed out stock pump with 275k on it. Was hitting 17-18psi, i suspect the intake hat is leaking now, cant get over 13 and i hear an air whistling sound.

https://www.facebook.com/mike.naugle.5/videos/1251595448200731/?l=993839322159693717
**Not sure whats going on, the link is above, but i hit save and its gone? Go back to edit and there it is... anyone have any advice?

 

 

Whoa

 

Now that's what I'm talking about right there!

 

Sweet! What pump and turbo did you end up with? Justin told me he was delivering parts to you on the same trip that he brought mine to AZ...

Any progress with the block? What ever happened with the broken bolts?

 

Yea i got some stuff when i met justin in portland. The list is:
110cc Pump
Stage 1 Injectors
Stage 1.5 Turbo (S362 / 68 /.91)
R&D Intake
R&D Hotside

Going to the machine shop this afternoon to pickup the engine. Bennetts got the bolts out, and the one hole repaired that the other shop fubar'd. Havent had a chance really to look at it since then. Was told i could pick it up next weekend, 2 weekends ago, but i was on call.

 

Get that thing going already! Lol. What are you doing for rods? Did you go with Powerstroke rods or just stock idi rods?

 

That's great! I'm glad your block was able to be saved...

Is that S362 a FMW/SX-E series? I noticed the jump between Stage 1 and Stage 2 was a pretty big step.

Can't wait to see this thing put together. No one wants it worse than you, I'm sure... and I sympathize with the on-call crap. I have that also and I'd rather just work and have the money than hang around waiting for the phone to wreck your day off. Hope you get it this weekend.

 

Trying man, slow machine shops abound. The guys who did the machining on the broken bolts took FOREVER, then charged me over double their "estimate" (funny how its not a quote anymore after the work is done). Then the main guy at Woods is dealing with alot of problems outside of work, on top of being shorthanded. I wasnt even able to get ahold of them to pick it up this weekend.
Theyre 7.3 Powerstroke forged rods that were narrowed up.

Me too, though if i knew what it was going to cost time and money wise, i wouldve decided that finding another block wasnt that big of a deal...

Yea the 362 is the SX-E, while on paper the 258 should have enough for the 110, IMHO its a little small. On the same note, the 364.5 is a bit big for me, knowing that im going to most likely stick with the 110cc, due to the cost of getting a double disc clutch for the IDI, at which point i think the ZF5 is a pretty big liablility anyway. Also, the 68mm turbine is a better match for the 362 vs. the 364, and i wanted the 68 for a little more response.
Been waiting for this to come together forever. Finally making the money, and have the time to do it, and have to wait on parts / machine shops. If its not one thing its 3 others i guess, but if it was easy, it wouldnt be fun.

 

I was wondering if there were other turbo sizes in the SX-E line. It will be very interesting to see how the S362 responds with the 110cc. Will you be running stock compression or lowering it?

You mentioned the cost of a dual disc clutch... is there such a thing that could be made to work with the ZF? There was a thread on this a while back and I thought the consensus was "no". I did discover, however, that there are 460 dual disc clutches that fit the T19 input shaft. Justin was going to check into this since he just smoked his 13" Southbend in a sled pull. Not very impressive considering he did it with a stock turbo and ~100cc pump. Granted nothing will murder a clutch like a sled pull, but it was slipping in the Bronco also which is lighter than an empty pickup. What clutch will you be running? Since I have a GVOD I am actually thinking of using the T19 if there are better clutch options for it than the ZF.

Too bad about the machine shop delays and the dishonesty around your "quote". If it is big job, I always have them put in writing that they will call me before they do any work that will exceed the quote cost... even if it is just hand written on the quote. If they refuse that courtesy I walk.

 

There are lots of dual clutch options for the ZF-5. The trick is the 8-bolt IDI pattern flywheel. I was quoted 2k for a flywheel by southbend, valair pretty much laughed at me and said no. If i can get ahold of a used PSD dual disc, im going to look into what it would take to modify a SMF to use the PSD clutch, if its possible.
My clutch is a LuK SMF kit. Was holding 325whp on smogie for justin. So hopefully it will handle my ~300whp, ive read you want at least a 15% margin in the clutch, i wont have that, by half even... so ill see how it goes. Worst case scenario, i guess i turn the pump down.

As far as the in writing part goes, yea it will happen the next time for sure. He was supposed to call me if it was giving him problems or was going to go over. Never had this problem with them before, but the son just bought the bisiness a few months ago, and from what his own mother said (previous bookeeper) that i was far from the first one to have this problem. Not sure that i will be going back there. Pretty unfortunate, been a really great machine shop for the last 45 years.

As far as sizes, i think the 258 is the biggest in the 200 series, then 361.9,364.5, 366, 369 for the 300sxe line. Everthing ive read from multiple sources says the sxe line flows like the next step up in the SX line, and spools like the next step down in the SX. IE, my s362sxe will spool like a s360sx, but flow near a s366sx (the s364.5sxe outflows the the s366sx and has a nicer map as well)