Here are some Dansta Capri updates.
Firstly, I have changed from 13" Special alloys to 15" RS4 alloys. Personally I prefer the look of the RS4s and have that classic ford nod about them.
Before:http://s1255.photobucket.com/user/danie ... d.jpg.html
Next up fitting the GTR280 kit:
Original 2.8 hubshttp://s1255.photobucket.com/user/danie ... c.jpg.html
Remove the existring front hub. I bought ready modified hubs from CapriSport so I didn't need to sort out hub modifications. Next up was to drill out the caliper mounting holes to 12mm. This took me 6 HSS drill bits to accomplish on both sides. Next fit the mounting bracket using spacer washers to fit in the right place.http://s1255.photobucket.com/user/danie ... j.jpg.html
After this it is a straightforward task of refitting the hubs and fitting the new disk on the hub face. Longer wheel studs were needed to be fitted. The Mondeo sliding caliper carrier then fits onto the bracket with more spacers to centralise onto the disk and then the caliper itself can be fitted with the new pads.
Looks like I didn't take any more photos, sorry apart from the final through the spokes view.http://s1255.photobucket.com/user/danie ... c.jpg.html
So far, the brakes are a big improvement. I was worried about increased pedal travel, but it does not seem to be an issue.
Next job. I'm fitting a turbo. I've managed to acquire a TT single turbo Barry Manifold and a T3 turbo (0.48/0.42 A/R) and some related gubbins. Although I got a modified metering head as part of the deal, I have decided to go EFI. First off, strip and refurbish the turbo. Never done this before, but how hard can it be (famous last words.....).
Here it is before I started dismantling it............http://s1255.photobucket.com/user/danie ... j.jpg.html
First off, remove the bolts holding the compressor housing (snail end) to the Turbo. Mine is missing the 3 retaining clamps and bolts so was easy to remove.http://s1255.photobucket.com/user/danie ... f.jpg.html
]http://s1255.photobucket.com/user/danie ... 1.jpg.html
Next, remove the bolts from the turbine housing. 2 Bolts snapped off. Also note the snapped off water inlet (and outlet on the other side) snapped off. Hopefully I'll be able to drill and remove them later.http://s1255.photobucket.com/user/danie ... i.jpg.html
]http://s1255.photobucket.com/user/danie ... u.jpg.html
]http://s1255.photobucket.com/user/danie ... x.jpg.html
Above you can see the load spreader plate incorporating a guide for the wastegate. The Turbine housing can be separated from the CHRA (Central Housing Rotating Assembly). Needed a bit of brute force and ignorance to separate these 2.http://s1255.photobucket.com/user/danie ... c.jpg.html
Next, you need to remove the retaining nut from the end of the shaft. At the turbine end, a hex socket fitted nicely over the 3 lobed end. A ring spanner (double hex) fitted over the compressor nut.http://s1255.photobucket.com/user/danie ... j.jpg.html
]http://s1255.photobucket.com/user/danie ... b.jpg.html
The compressor can then be lifted off the end. Note, the turbo has ingested something it shouldn't have in the past. Damage to the underside of the inducer. New Compressor will be required.http://s1255.photobucket.com/user/danie ... u.jpg.html
4 bolts and the backplate can be removed.http://s1255.photobucket.com/user/danie ... x.jpg.html
You can now see a close up of the 270° thrust bearing and the Dynamic oil seal.http://s1255.photobucket.com/user/danie ... s.jpg.html
Once the shaft has been withdrawn, you need to remove 4 tiddly circlips from inside the housing. These retain the oil fed journal bearings. The circlips are too small for standard circlip pliers, so I borrowed some pointy tweezers. Replacement offering will be required............http://s1255.photobucket.com/user/danie ... f.jpg.html
You can now see the internals of the CHRA.http://s1255.photobucket.com/user/danie ... q.jpg.html
The journal bearings show some signs of scoring - previous use hadn't adhered to a more frequent oil change schedule or had some internal damage causing bits of engine to fly around. The journals on the shaft seem OK. Diameter seems OK too. Apart from some damage to the underside of the turbine, the shaft is in good nick. Interestingly, I think the Inducer diameter is 1mm smaller than a replacement. Signs of overheating and OD wear perhaps? The amount of crusted on carbon seems to suggest overheating in the past.http://s1255.photobucket.com/user/danie ... i.jpg.html
Next I will be buying the parts to rebuild over the next couple of weeks:
1. New bearings. I'll upgrade to the 360° thrust bearing.
2. New compressor wheel.
3. If I can remove the snapped off bolts and water cooling fittings, I won't need to buy a new bearing housing.
4. New bolts and turbine housing spreader plates
5. Jury's out whether to get a new turbine shaft or not.