attacking a monojet

[Barry Donovan]

collector installed



welded up after getting shape I wanted. mig reel #19 is empty in the photo. Glad I stopped to get another reel..



this did as explained.. no regrets. Gained some low, and cough is alot less. Still cannot stomp the big throttle too fast, the car needs some skill. Big CFM usually does. It very much reminds of an old porsche six, the little ones with alot of carb.
I love it. This also heats flange for steel ring to gain a seat, else it never will. the pressure is astounding.. assuming a poison for now. heating intake to full ability did wonders. This does sound very good..a hint of the pressure at the ring is all that is left. This also left header gasket alone…this means the volume is not fighting..the whole purpose of this was just that.

the extr lines looking like a blind man welded it.. those are intentional. Analyzing the fail was an outright rupture, steel was not bad. looking for a kink, but the springs give it all the room it needs..simply ruptured old connect. the merge is now a double, the connect is a triple..and then off to fill the flange entirely..solid seam all the way around. This ought to do it. training the flow is indeed for carbs. once it gets it..nothing like it. one of a kind is enough already...add to that some one of a kind.

speaking of..
I use four low to bluntly smack a concrete brick, let the sube climb the little vertical, and that is what I call car ramps. Today I pushed one out of the way, the other climbed, all four wheels still on the ground, good articulation. Car does not even let a creak out anymore. have not even changed the silly springs this shipped with in the back yet. Getting to the point, the carb gives a big feed, climbed right up witha burp..this would be fun if I went hillbilly with lift kits. too rare for that..never will.


Just found these in my mailbox. hefty for gaskets..turbo exhaust gaskets. I would have tried these years ago if I knew there was any. At 22hg vacuum, translated to psi, it equals ten pounds. Not many look at a natural engine like that.. I do. I blow all versions of gasket. I made my own two layer metal..and that does work, but here they are in photo premanufactured. with sleeves into head off of manifold, these should do alright. Not counting on anything however.

[Barry Donovan]

chevy 3/4ton vs 1987 subaru

as car comparions from asia are as strange as this post title...

does a kitten burrow like a ground hog?
anyhoo..

I mentioned in my neighborhood a 3/4 ton, I-6..still uses the rochester. A particular note I remember as cold set in was the inlines cylinders willing to take in ALOT more air. the monojet showed its lack of cfm during this time of year onward. I just heard that old chevy go by, alot more locomotive to the deadness of unfilled cylinder.
my subaru with the htachi did the same thing. to comprehend how small an air fuel it must have been to NOT fill a 2.65 inch stroke...

holy cow. "Silly as a 292 with a monojet".

math in common sense allowed me to put together what this thread is rambling on about.

turbo exhaust gaskets installed.. I remembered why I did not want metal layers from way back when this was oem. the ignition was so small, it blew the candle out in the wind..the metal gaskets carry a continuity. Now with accel ignition, big robust.I am glad those hefty gaskets are in. The weight of them is something special.. not sure what is sandwiched in the middle. No matter the leak on recent work, I cannot do anymore, just let it go. with electricity a little more into the flange through gasket, all the way back to collector..it should dial in weeks faster (even months). this as oem was so gentle it was disturbing.

getting tire mounted, going for inspection soon.. one of the guys knows all about these older subes at the garage I go to. These were very very difficult for inspectors who did not take life easy. Expecting all tight, whispering gentle..impossible. this sube was a terrorist its entire life.
even suspension looked like it was defying all logic at times, sitting level or not. Simply an animal.

[Barry Donovan]

exhaust and tire

with new tire mounted..
the guy said rims a little bent, and balanced up good. I thought damn, I got eight of them, and grabbed one that was bent.

So. I put it on the car, noticed one lug took a squishy half turn more than the others. 140 (5.5inch) spread in the bolts..rim straightened to the hub. Nice. Call it perfection. I did clean the bead up nice, requested the weights that stay on the inside of wheel, the alloy is too fat for bead weights, and leaves gouges.

Quick ride, exhaust gaskets are in already. I mean installed in, and working...I have not heard that in severalyears for this one. Not much reward when all the work fails in repeated cycles... but as of now, I am smiling inside out.

I must declare this buggy incredible. I may now conclude, even though markings for legal tread is 4/32..it is worth it to have more towards new, keep the earth away from the chassis through electrical reverberation.A real possibility of bizarre is the tire plugs in the tire i just swapped. No plugs now anywhere. the rear right tire affect the front left header?
this car is that freakish.
live and learn.

I still don't know small things all that well, even after 15 years of hacking at ea82 engines. Refer to my trauma comment I guess. My mind can only shrink so much before blanking the shock of it all right out.

no forgiveness necessary.

upon drving in the rain, the chamber at collector is proving to be quite a storm catcher..volts stay up an idle. it really was extremely necessary. the sound inside car is nothing shy of race car..am going to have to live with it. I even got a new rattle in the gear shifter at 3k rpm. The oddity of this , is the exhaust out the back end is no different, same robust. big little engine.
It was a proper thing to do, but it did add to decibals in the tunnel. Being more race car than grandmas subaru...

a funny thing..I had this verion as 2wd, no driveshaft. the noise of a glasspack in the middle of the tunnel was astounding. I am lucky just to be brain damaged (j/k).

I am thinking another morph at the end of collector, a reverse of the way it went in..and have two pipes out before the tires. Not permanent of course. Somethng to build. Knowing how stormed that is, the two banks..it must sound incredible with duals...while gaining scavenge to attempt time. I want to say satanic.

tires. with one on a rim,in the house,under my bed..deflated for the warmth it will get. Attmepting to buy just one wheel left me dumbfounded at $250. yep. that one is going under the bed.
with it sitting in the back of car at first, the dirtbike springs subaru called heavy dity squat the car to a bimmer camber in the back. They may weigh 50-60 pounds.

measuring them up while a chance..
the tread touching pavement is only 7 inches, the overall width without squat is 8 3/8ths unloaded (no squash). diameter is just over 24 inch at legal limit. This is small for a v8 car, huge for this little one. I describe them as huge, as the way avid trz sits on the tar with car wieghting it..it is near ten inches. Size of car to width of tire catches a few looks. that is just how tiny an 87 subaru is. I was thinking of the car the carburetor came from..it had about this size on it. 1978 camaro with an I-6.
15x6 inch rims if they were lucky. GM slapped 14s in the darndest places as well. The only similarity to the carb drafts origin..the overall gear ratio, and tire size.

[Barry Donovan]

cams

more cam stuff. pretty sure this matches what I found elsewhere..not sure.I found some cds I bought from ebay, some years ago. remembered it was useless info..
but this one shows carb cams as turbo cams, and the injection cams are more turbo cams than turbo cams for injection or not.

so, this shows the big cam wins, any combo, no matter what they are doing written.(carb/ turbo is useless)

the new find is the lobe height for some of them are bigger than the journal carrying the cam. I have two sets of those. the carb/turbo is the little one. I am glad to find the fat ones written anyway.



so this assures me..carb is right, cams are right, lifters, valve size, exhaust system, above carb CAI heated..
the super venturi making a icy lunatic is in fact the intake at 32mm. it needs to be 40 mm minimum to the heads to run as a normal. A squaeeze at the heads, last second has been along running genius, get it past the hot head port. Alot of racers today don't even know as injection is tricking the whole realm...they want big fat everything to get past the injector, and not a draft problem...
so, depending on how things go. A cheap tig, and my own conical 43mm to 32mm head intake, with a round bottom of shape of my choosing for below the carb. it is then, the heater will be a gimmick, although maine would get a use no doubt...even correct carbs slowed down to fat intakes got damn cold.

other than custom intake, which would be very easy to make out of an obsolete 28mm I have sitting here..
tomorrow is inspection for state. In antique years already, I do not have to go that route, but it deserves it. I used to get uptight keeping this thing going since 2006. 4 of those years needed channels of structure to remain open. I was lucky to find an old school garage. When not exactly factory, common sense needs to prevail in the welding. Inspectors for the most part don't know how to do that. it is a sad subject..as that is why people give up.

the monster in this thread is good to go. Decibals of a racer..but legal. The way a boxer does this tends to keep "honda like" opinions away.

I don't slow down for months at a time the way I see people and their cars on the net. The long slow pause to notice little things...I do take photos with 20/10 eyes. I slow down once and awhile.

as of now, the car is a model a kid might make in proportion to my thoughts. I glance at all 13.5 feet at once, inside and out knowing every piece has been manhandled to my version of american... and know it is a density that might have to take a thump. A wagon is not easy. A straight one with the years of stereotypes of all models big and small.. the past still gets its doubtful looks and opinions. I like to see what I do now out of that tin canned monster. proving it by action is always silence. it is a lonely silence when something is strong...cold as steel. hardly in a blue sky.

[Barry Donovan]

little porsche fan

wanted a faster warm up, and the power steering to just stop hacking its own rebuild...having a spare fan with bent blades, I came up with something...without taking away purpose of direct driven fan.

this clutch fan works, this was in the car. I put it in a safe place. Costly gadget this fan.

looking over an aircooled porsche flowing air backwards to much more power..the fan resembles this, very small. With this one saved from a wreck, it once worked nicely as the first photo. Two blades hopelessly went about a wobble after the car radiator caved it in. So I made a pattern, and snipped it up. Hard locked, no longer a clutch fan. I used six pennies to pinch the tension of a once slipping clutch to slip the fan.. gave a penny for each bolt. A guru would know why I chose copper. Started right up..I guess the oem fan is a bit much. this one is inaudible, and doing the same job. No slipping fan games anymore either.

the rochestor is easier to handle as it warms faster, and I save the six cents pinched in the fan a bit sooner.





...the pennies are not harmed in any way. no drilling, just used them as a pinch betweent two plates(clutch tension).

inspection in an hour..I hate inspections.

got up on alift..let me look around with the inspector. the new collector needs a flex joint of the modern kind..steel donut no good. As garage is right next door, he informed me it gets loud from that area when I give it throttle...
A delay in sticker, waiting for one of those flex joints.(20 bucks ebay). A thing I don't like is cat getting pushed back even farther..maybe weld a shield for the area or something, keep heat high.

one of the guys thinks it looks crispy (referring to weld) 70k psi carbon can leave that illusion I guess. Funny enough, the rear end weld again this year was due to springiness. Quite the opposite of crispy. smacking at anything welded underneath with a 5 pound sledge hammer singing like a bell might change his mind...
I wonder if he has ever welded an entire chassis anyway. The shame this go around is the old school flex joint not going to go another year. ..just welded it..tuesday?

once again year and what is expected, way off. I am getting more rockhead too as I get older. no biggie. I remember those "new" flex joints, came out arund year of my subaru. the only choice in a FWD car and that kept breaking them, I think honda may have been where I first saw those, mazda.

I guess I make my own hard mounts for engine and tranny to go along with that pathetic excuse of new "flex joint". it is race sounds and feel now anyway, may as well finish it off with hard engine in my lap..

complaining aside... The sound of this thing running is still awesome. I listened close for the hissing pssst noises at full warm, sure enough they are there at the spring loaded joint. Right turn seals it ,left turn loses a seep. The collector is a very smart thing...no regrets there. in fact that is an indication the battle of flow is over, it wants to move even more.

The little fan is fun, a whole lot easier to drive at slow speeds, more electric power. I am going to make a shroud out of an old stainless cook pan, hard bolted to engine at 3 points tight around the fan. this shall complete my porsche fan resemblence.

climbing out of tiny stuff by watching the drgweek vid is a deep breath..all the inbetween, never big enough, not all that small. That is where I am always at it seems. That whole week is mythological to reality.

this one is 2.375x5inch. specific aim for these is to save headers and such fom cracking. Exactly what I need.

heres one of those flex joints..don't laugh, I call them new, I never had but one fuel injected car, and that was for less than a year. Not sure where these flex joints go, makes and models..assumed it was some 90s thing. I worked at a quik lube ..don't recall these for some reason. 1993? anyhoo..Lately, I have taken advice twice in a week. Not like me. Maybe I am getting tired. First the coolant I never heard of, and now this exhaust piece.
"springs and things..."
those are getting taken over too aren't they.


fan is 8 1/2 inch blade tip to tip. within this pan is 8 to ten.. will hack it up, see what I can make. The nuts on the side are welded..must be made of something tough. Tapping it got a sing, will try and suppress that.


curiosity has me about the fan. at 2.5 times the crank, 7000 rpm engine is heading towards 20000 on the fan. when I first put the second engine in, the old silicon fluid really sent the fan screaming...with a half shroud.
a full shroud, trimmed blades a bit sharper for the dig..flexible but tougher, the electrical whine that gets the metaliics of what was once the clutch asembly gaining statics and heat to pretend the oem intended function.. just simply curious. The explosive snappy start is awesome if i do this right. That does not mean honda. Think old porsche while you are at it.

I could make a primitive air pump out of this..hard mounting around the fan. See how it goes...will be making something out of it.

[Barry Donovan]

fan shroud installed (10 inch)








little bugger. here is what it does:

• the return for heater core gets the most..this is the pace setter. Probably a liability thing. if heater core gets too much, bad news. I could get more heat to core..but understand why they got going what they did. This block flows anyway, hot heater inevitable.
• water pump gets cooled
• power steering pump
• alternator keeps a fresh run, getting winded off
• small fan leaves the carb alone, and fuel line
• no noise at all, even being direct driven
• oil pump and filter gets a good draft, not too much.(used to bother power steering, and recycle into CAI..old fan was HUGE for this little engine, japanese borrows from other vehicles, i guessed it was a nissan diesel fan..hard telling)

two bolts and one looped strap to set a peg in, on the bottom, make this an all topside removal. The pan as it turns out is aluminum. It accepted heat from radiator in realtime. As if it was not inaudible enough…a little bonus.


being this fan is hard timed, no clutch, the engine loves it. The warm up on gauge is strangely fast. Heater does not match it in cabin exactly, but it does get heat quicker.
I also noticed a pace is set instantly in the exhaust..seconds after start.

Safe to assume boxer related, the lateral needs a shredder...called a fan.

now off to pretend I am not perturbed by the exhaust for the sixth year of owning...

a word on the pan, won't mention brand..but it is in the first gen of non-stick concepts and may have even killed people. 87 subaru is a good match for it. looking up part number the list of warnings is inane for cookware, including don't add too much heat (wtf?!)

Please keep pet birds out of kitchen. Birds' respiratory systems are sensitive to many fumes, including the fumes from extremely overheated non-stick pans.

the non-stick is mostly gone on this one,into innocent childrens bellies to haunt in their 30s with a bowel disorder that cannot be recovered.

again, just like an 87 subaru...just have to keep birds out of the engine bay.

[Barry Donovan]

exhaust fix

the repeating trauma cycle..
i forget (pun)



the exhaust is a steel ring, into a bellmouth..alot of cars shipped with it. Spring loaded. Slowing down enough to think.. I do need to cut and reseat. When I built it straight, it kicked off to the rigth after first run..that was only two years ago, or 1 year..every year actually doing somthing with exhaust. I built it straiught again with new collector. Woops. I'll be attacking that again soon.I don't even want to attempt that braided looking flex pipe. what a fairy tale for my setup..gone broken in 1 day is my guess.
its kinda like setting suspension. Some cars need an advance to be straight while driving for the exhaust.

if the inspector don't like it. State police has a few more notches up the IQ ladder..let them inspect it.

so..
not spending anything, got 3 flanges, and some scraps if needed. It is the toughest setup going, subaru knew it and chose it. The amount of dynamics needed is as astounding as a subaru jumping a couple hundred feet.
that may be the bounciest moving drivetrain with a left right I have ever encountered...not to mention I moved the body entirely the long way more times than I can count hours in welding. that one spot reveals the whole car. This year got the back end. I should have guessed a seeper would emerge..but building new collector is also a culprit, that holds the bell flange.
anyway..

the setup I built is also almost double subarus..this will be easy. Ashamed, today was nice, am only thinking of it now. Sleet and cold rain coming..it gets to a point where using outside driveway is useless for 6 months. I'll get off my butt a soon as a chance allows.

[Barry Donovan]

exhaust fix

tightend bolts up all the way, and very tight, taking advantage of a 3 inch pipe circumventing the bell flange..
holy cow it worked.

found two more pinhole leaks, total of 3..
still needs a small attack with welder, and calling that good.

something I did not do was take advantage of the tighter compression I can give springs, my version of flange is hellacious. I literally made a bellmouth with engine running to match the ring..

backed off springs to let the flex work so I can drive to garage, and then tightening all the way again, attack the small spots with holes once I get there.

these spots are so small, it can be mistaken for superheat coming off. This should get the dome moved around a little more to perfection, welding heat can do that.

big drama with this is all done (it haunts every one of these models).

this was my last "get uptight" piece. Especially after catching a muffler guy (his profession) get quite angry at how stubborn this sube got. He made one the first time...and even resorted to cement. (very unsmart thing to do). I knew to mke an absolute monster. even the thickness of pipe.. I did not go by gauge I went by actual measure in inches. the circumvent for part that kep wiggling its way to loser is now more than .25 inch..weld bead and two 1/8th inch pieces of flange and 3 inch pipe.

a cool thing to see was the amount of heat that permeated off the outside of 3 inch collector...like a fire invisible as that ring took a seat to tighter. It is now ready to manhandle to complete.
I did leanr outside of steel needs to separate from inside when doing exhuast in extreme pressure. else it won't.

a lazy thing to do with this , is give it a few weeks. I did that once and started up to no errors. I assumed oxide of outside stayed different that exhaust fumes remaining inside. I have to get it done realtime, as garages are stupified by steel.

[TheSilverBuick]

I had a fan shroud like that for a while.

[Barry Donovan]

I had a fan shroud like that for a while.

for this little engine, it is doing nice things. Can't even hear fan at 7k rpm..(that is about 20k rpm on the fan)

the exhaust battle needs some ammo. I give up on the current connection..some of it anyway. the bell flange is still useful. if not, getting whole darn piece anyway.


I give up on original intention, but can use the header the way it is. I may not need all of the above photo, but it is all there if I do.
how does a hundred dollar header turn into 400 in expenses?
I did find 3 holes today, and created one more...all at the merge area. It took a wet finger, engine running and slowly pinpointing the tininess of the leaks. too small for carbon trail.

very tough thing I made, the holes are at boogery welds. The way this slimy monster works, odds are the one created will fill in overnight. autumn and japanese anyhting is like witnessing a natural cannibal eat the car.

Delayed until the ball and socket..
I do love the sound that emerged tightening what I have. the rpm climb is not as fast with direct driven fan, but sure as heck is no loss of torque. Staying upbeat, ignoring the squat in the back end when a 35 pound welder is in it..the last of this wimp is chucking the dirtbike grade springs into the recycle.
meanwhile, fighting 12 to 1 with regular parts is something I can’t even get mad about anymore...I made strong, just needs finale. I have not even had a mobile home park rumbling v8 be this stubborn in the way exhaust tries to climb out.

[Barry Donovan]

fuel mileage

garage run and back, errands around town, about 40 miles.

I put in 1.7 gallons after the light came on some days ago.
if this tank is bad, it will tell me with little fuel, it is also when fuel filter catches the most crud. So far, this one gets an A+..down low and up full.

anyway, still above empty, no low light in sight.

I seem to have crept past the mid 30s...again.
it does have a little chevette needles and float. the only difference being a giant barrel, which the boxer needs.

I was counting on an increase to tight fuel tank..but this is exactly factory, even with all the mods.

the sound and power curve is the phenomenal gain.

interesting thing with intake heater..keeping it on at 60 and above degrees, it could push 40 something mpg.

another new noise after getting 3 spots on the exhaust..a slight supercharger whine, not power steering. my loyale did this, and it was funny as heck.
the invisible supercharger has returned.


must be some lean burn.

with lean can go exhaust. I will try welding the bell for the steel ring. the leak spot is like 1% of the whole circle. intimidating because it is a machining..the donut ring mating to the bell.
nothing to lose..the cost is insane already.

being lines have been run to densify, and be this tight of a fit is pretty lucky. A delicate operation will be attempted before hacking it to hell..
70000 psi exhaust, measured in inches thickness.

12 to 1..have fun.

an interesting thing to motivate myself..
when this has exhaust proper, it is extremely gentle at an idle. I mean, you shrug it off like every other old four cyl boxer..
there is a climb through the old heat soak of emission standards, and beyond... it is then sound is not at the car anymore reaching a point in back quite some distance as it breathes the big air I gave it.
never as exotic as a stumpy exhaust of a 2.7L porsche...yet the same math to be that dynamical.

that keeps me going with this. having all four firing is an addiction. just had to see through oem reasoning: they could not make things strong enough to be on it, near it, or around it.

all other engines kill themselves..this one had to be designed to.

just yesterday, thrashing around on the damp ground quickly to analyze next move, I welded up some little holes, tightened the ring at bellmouth...(inspection month in october in maine is... "oh my god")
Anyway, the little gain out the back end gathered my fathers attention, asked me to rev it.
the throttle was big enough at just 4k, the let down let out quite a thump..got a laugh out of him.

[Barry Donovan]

exhaust ring: ringed

quite a deep seat with hellacious weld. Deciphering this will get a giggle out of someone years from now..could be alot of years.


the photo is a bit close, and weld with my digital camera focuses like the microphone..on anything but what I am trying to show. the arrow is attempting to point out how much I added to the cone of flange (header side, left of photo.) the ring can only sit halfway as a limit, else it won't stay the dynamical animal it needs to. Weld spots on the steel ring are very small, some even came right off on first wiggle. I love that ring for that reason, stays slippery. The autumn used to get a squeak, very dry wet..but this shrouding I made stopped that entirely. This also has to kick straight back, it is only for less than a second if cat should explode at something( Japanese alloy)..thats one move can pop a block or headgasket...little poppers, quite lovely. October is the onset of the madness, lasts into january.

Now designed to do what I am doing, in a way that cannot get tougher. the zero leak left me in awe for a moment..going on 16 years, this spot never ever stayed right..this is my first one, built it myself. The ring came from a 1971 corvette exjaust, same purpose. This was tight enough, when weld was done, I grabbed the pipe, shook it all round to snap into a free motion. the female ring added worked as intended. As we head to 32F average high for 12 weeks.. the heat further surrounding the heavier steel ring will keep it in charge of its socket. A very strong socket... could be 1/2 inch bead holding a socket shape taking into account other side of flange, also welded.

the female ring for the steel ring ,by freak chance, is a flare end for another pipe that was on my dads cat engine. Fit perfect. cut it carefully, did some grinding. Slipped ring onto male end ensuring nice fit, then bolted exhaust back up,let female end of ring fit into the bell flange and male ring...and began welding. The flange did have an error, the female ring revealed it. about 1/16th for an inch dimpled on bell flange..none of which is old. I bought it errored as determined last year. Weld got it all, let the socket be true. This stubborn $%^$%^& took a lot of weld AFTER sealing it to the ring. Now at no leaks for the first time in some time. There is an electrical type sound, but that may take months. Big ignition. Nice ride back from garage. Sound is very civil. Ready for inspection.

this gets all the crazy moves this little monster has to contend itself with. Very difficult, even for some of the muffler people local. This gets attacked twice a year, now is one of them. Needed some very strong afterthought and actions. this is satisfying to complete stronger than parts can buy..

edit:
a full cooldown and startup later, the header was real snappy loud and I thought I broke something else. Within a minute of intake heater the cold smoke bellowing out the back, and still noisy. Electrical snappy likke noise left header, where all gaskets are troublesome for this one since installingin may. I know its hexanic something stuck. I drove to store, came back out and saw a black spot under left side cam. not much, maybe a couple teaspoons. I know what that is..
hexanic dead fluid coming out of the cam casing. Exhaust is seated. I have forgotten, but not completely, the importance of the scavenge time on the header for the double belted ea82 engine. Start with an ea82 backwards go to the front when it comes to sealing exhaust. peculiar thing.
the oil gains a pocket someplace at the cam end to whatever bank is leaking exhaust. It becomes a nuisance, as this one did. does not hurt lube, its just a silly game itplays right at the gasket of cam seal behind timing pulley.
sure enough, start it up..left side header is seated, I can hear the direct fan faintly as well. battle is won.
hearing the I-6 with the same carb earlier today..same battle as cold slams in. intake heat does help the rochestor. I conclude the engine is indeed doing all it can. it is carb related to be hitching in the cold..
this one does not take long at all, and still have much bigger air than would go on these normally.

up next is the controller for the intake heater, it is coming from china apparently...and in celsius only.

[Barry Donovan]

astrophyiscs? boxer? no way.

here is a simple animation showing symmetry. I want equal for every engine builders reason..but it does need some thought, especially the exhaust posts above.

I found this analogous, giggle if you want.

speaking of rocket science..
I was letting the midget mobile run to get moisture out for the 5+ inch month of autumn rain we are having. Adding to that the acid from wherever that acid comes from. It is a tedious chore sitting out there letting idle, letting the poppers go. It is an old thing to do, being as livened up as it is, maybe unnecessary..but I got new steel heading into the "stand it still" season, would have to wait until february to get pipes moving the last microns.
anyhoo..I got that from trucking actually. just another chore as a preventive. An indication an old car needs the idling hot chore, is when full warm is a very quiet runtime. it should be quiet from the second it starts. young pipes can't do that sometimes. I do not like welding after august...this little sensitive little car.
an 8cyl can get exhaust all year, I miss that fact. these little engines in my locale..not easy.

one thing I cannot stand attracting is fart can members of the wobbling inline four world. I am not impressed with your 300 pound honda with the 6:11 differential, adding 400 decibals..ok idiot?
sine waves known to jackhammers get tickets.
a funny result witnessed for many years now..an old sube open, drives by the cops...inlines can't. the throttle stomping is an ass...intentional premeditated punkass think going on there, mr. sideways inline.

/rant

I am writing this just after a 2 door effeminate 13 inch wheeled cheevic with the brain dildo exhaust went by with its 1990s "tough for almost a decade" story. This is just after shutting down. As if I did not notice my own being a bit loud, I don't need a mimick, or challenge. I am truly looking forward to selling this little monster to a quiet place. I do not like wearing the wrong jacket involuntary. declared by some cult of ...?

ya know, when an old porsche goes by open, stumpy pipes, satanically exotic 120 degree fires...
nobody challenges...there is even respect. This sube has been between hell and exotic its whole life, just like all the little boxers.

back to watching the hot rod reunion. the cacklefest is my favorite.

some after thought on the exhaust welding, that end section of header may even be a stabilizer as much as it is stabilized, a split of load of tranny mount movements, help keep the seat active. A stuck seat is as silly as a solid pipe in that area..can't even call that crazy dynamic design all that stupid...

watching a machinist video, seemed a rant like mine about quenching steel too fast..
he is out of new england, welders must learn that in an unfriendly way here.. I did.

I had car running to get it started, then shut down..a 50s F sun, but a 31F evening prior, I had my worries. Anyway, wanted to mention that..as structure it would need a big heat soak all around before the weld job, but for exhaust free floating its own world, the car running works good.

accel ignition warns of unplugging the battery before welding, but I had no problems. The weld is simply going to be quite hard anyway..it is the time of year. So my complaints about head seat and electric noise, it does win at engine full warm, it is just going to need a long ride...idling helps too. Already, one end of header did not know the other....October weld new england.

on a simple exhaust note..when that crazy dual belted engine has pipes seated, there is nothing like it. Not a single engine on planet earth but itself..
it is headed that way.. a few puns in this last paragraph unintended.

[Barry Donovan]

the rains came

I was thinking it has been alot of rain..running to the garage fo a sunny day, flop around on the wet ground undry yet..get some last second welds in.



as of oct 20, from the 1st..my locale is at 5.5 inches rain, maine version.
the ocean and land air temp all meet in the 50s, after trees foliate leaving water to go nowhere but the ground. Water seems big..fog climbs right back up on land to add to unmeasurable.

this is where that big barrel carb is a little can of whoopass. I did take note, lights dim slightly at 500rpm..must be the old style alternator. Still comes to life. the accel under the dash, a place that has never leaked in 26 years. More than luck, I am the welder.

looking forward to a challenging season. I look over craigslist even for the shortbox trucks, 4x4 and realize how much this tin can could have shipped with to save me some labor...

getting kinda old for this. Not quite defeated about the midget yet..

I tend to seek encouragement on my own..else it comes from thieves. Call it paranoid if you want. I know facts..and defense.

anyway, I found a post form 2009, mig reels around ten to 12, (20 pounds). I added up steel back then to be over 100 added to the chassis. I am now confident in the toyota truck strut swap, and reasoning for another ricers front springs as the back ones. the sound of an engine changes to the chassis itis in. Searching the world over for an HD version of what my buggy sounds like, and found it...in this porsche. 2.7 liters may explain it, injection cams..(this means proportion to 1.8 )

I guess the "porsche boxster" is equal to the little dog of the suby world...another similar to the old sube. Add this sound to an engine up front..and rpms touching off 8500.

just going for a ride, sun is baack.....A couple of quarter turns on the new seat in exhaust. I cannot even describe the pressure. holding it in to a tune is incredible. This car starts echoing of anything perpenicular at 2500rpm..without the counterbalanced dildo crank...its is a sound to stay enthused about...from there on out into higher rpms is a real eye opener to the unsuspecting. A hint of the fan climbing to 20k rpm is also there adding to the extraterrestrial mystery sube.
it seems bigger than the boxster, and a discipline at slower rpm. porsche is race car, no doubt designed to be screaming at slow speeds, and any speeds...this little sube is still on ts own.. no "like a..." statement about it.

from Sept onward, it is the season to wonder "is the old sube going to make it". This is the first with the giant rochestor air..and I must say, all the guessing was right on the money..I would give it even more if I thought low speeds would stay out of racing launches to drive around. As of now, it cannot go any bigger..as traditional downdraft.

this weather also helped me determine intake controller settings. It does not like below 40F. the velocity is too much, no cure without heater. Today at 50 something, it is just right..that is where intake control is going to hover. on at 50, off at 55F

to give an idea how bad this was..
I felt the body move in a september, 2007. It went to nearly 40 pounds of mig, and more than 100 pounds of sheet. I still broke the rear end 3 more times..
13 inch wheels on what seemed like 200 foot pounds with four low snappy enough to make coffee disappear..
it has been a long road. Today is not the same by any means..
alot tougher. The engine getting large to a tightening chassis, is a curve I would do again

the only problems left is people. Their fail with a tin can, does not mean they built mine.
I have seen that before, alot of american was that bad. the vega, all those malibu sized cars, the mustangs, fairmonts...all junk. Could not even keep a 90hp engine..seeing the southern builds with the magical glues turning to 100k psi carbon..or whatever it is they got for fairy steel, it is amazing to the contrast of my locale.I mean heck... some places think a subaru is strong.
optimistically, it is physics.. a chunk of steel and an engine in it, wheels and tires.
this stuff understood makes winners..with books hardly written but pretentious.

ie: no one told me the direct fan was going to echo like a supercharger once the big ignition is installed...

17 of the past 20 days a moisture in the air enough to hide the fan I. Just got the pine odors (welding seating to external oxide) this evening, and that fan is a magic trick with copper pennies.

I so look forward to a 500 mile drive for no reason but my own...

[Barry Donovan]

exhaust sealed + fan notes

this is momentus..
I have never had one.
16th year..

a sealed exhaust.

some buy the 2000 dollar catbacks for being a subaruwrxfan..
me?

no. not me.

I have to start with the studs that get blown out of the heads and go all 14 feet back with long tube equal headers I made in the driveway. I have never done that for a machine, the whole exhaust...entirely.

no brand names to thank..
except vibrant stainless jbends, and my dream future sponsor of 1980 subarus:
caterpillar diesel.


and that cheap mig from tractor supply...and a 20/10 eye.

am loving that intake heater, warmup is on par with injection slow plenum..except its a fast draft. some know what I mean.
inspection sticker heading for 27th year is in a week or so..
will be tip toeing around the tin can until then...

some good chilly spells coming this way, north wind is bellowing today.

exhaust sealed brings a good low end, rochestor pretends to be little enough to stay civil...nice match for the definition of "stage 1" and the clutch...which is stage 1.

As I go about this silently, the only attraction to tlk about this car is gettng reminded of a previous owners tortured past with them.
I get the most opnions from my dad. This car has changed sound twice a year for 6 years.
I told him about this being ready to go, my custom work all sealed, he knows how much trouble it has been.
He was telling me just a few minutes ago, he looks for the car making that peculiar sound, it is hard to believe it comes from mine. he has said that for the past 3 versions of the exhaust..this time, even I notice it.

That is a win. I find it to have a rheostat I have never had with any engine. You hear a stik shift working up, expecting a change of gear at such and such rpm after judging what it is..

this one climbs from motorcycle, to a bit I-6 truckish...that is the hint air is a bit bigger..not many catch on...right off into a gentle touch of screaming satan. Seductive to force a look. Humble little engine working beyond the norm without a suicide. A bellow of echoing in places that do, and no pain at all to hear it.

***
some fan notes..
if to go direct on the ea series, it should have a shroud a bit beefier than oem, and that big fan should not even attempt it. (I have had that happen - can even bend the car)

at 2.5 times faster than the crank, and that is conservative guess, it appears to be even faster than that...
8000 rpm leaves the fan at 20000.
As you can see from previous posts, I made a stubby direct fan at just 8.25 inches tip to tip..

43175 feet a minute if the little bugger became a wheel on earth.


kinda fun to think about..
its just over an eigth mile a second.

the second wind my boxer gets, it is from the fan direct..it is not so much about wind, but energy it can clean off.

at just 2500, it is cleaning like air cooled does at 7500..
and more importantly, this allows for big cfm that would normally need a racing rev launch to stay civil like a smaller carb, drive easy in the city from redights/stop signs etc.
I stillhave to stage a hill climb froma stop, but not blaming big carb for that my awd subes just do that.

I have encountered gurus in this, I learnd it with a 301 pontiac. thick block apparently..
when the fan is scorrect, piping to outside (cheap flexi house)

"wait for the crack noise..it is seated."
my sube just did that the other day. I attribute exhaust sealed to my weld, but it is not entirely. the fan found a peace for the stuff to settle in.