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June 1, 2006
Deltagate part numbers
Since I melted the back of the Turbonetics Deltagate, I need a new diaphragm and inside cover.
Diaphragm, pn 20113, $27.87msrp
Diaphragm Base Inside Cover, pn 20300 not avail?!!
Diaphragm Outside Cover, 20117, not avail?!!
Posted by Z28tt at 10:48 AM
Indy '06!!!
All the hard work paid off! Tuesday (2 weeks ago), the Z28tt was nearly ready. The 3 link was fabbed, rear suspension was bolted in, and a long list of minor things (such as exhaust and new tie rods, idler arm, and centerlink) was all that was left. I had planned to leave at 10am, but the new steering components took a few hours, and then I decided to fab the NASCAR boom tube exhaust rather than a quick hack. By 3pm, the exhaust was finished with flat 4" tubing and mandrel bends, and sounding great (although it is a bit loud for our residential neighborhood!). It took quite a while to unload the Durango, which was full from the move from the old garage, and then pack the tools and spares for Indy.
I finally hit the road at 9pm, picked up my CCW race wheels and tires from Shawn in New City, NY, met up with Mark Frouhar in NJ at Kevin's (where like idiots, we chatted 'til 1:30am!), and finally got the wheels rolling towards Indy. Driving straight through wasn't bad, since we'd rotate when the driver got sleepy, and the Ken Follet audiobooks helped too. Mark's brainstorm idea was to unload the Camaro in Ohio, and finish the last minute details (wire up the 15 psi oil pressure warning light, install the dash, add oil, tighten the 3link jam nuts, grease the new steering components). We drove it the rest of the way to Indy, stopping a few times to make sure everything was good. The air:fuel map was the last one used on the dyno, and was conservatively rich at mid 11's. The only exciting part during the drive was when thunder showers rolled through, and I didn't have wipers. The RainX did a great job, and it was no problem as long as speeds were above 30 to keep the water beading off. We finally rolled in around 5pm, with enough time to shower and get to the drivers meeting at 7.
Thursday morning we quickly bled the brakes, and bolted on the CCW rims, and headed onto the roadcourse in the instructor group. Mark rode as a passenger, keeping an eye on the oil pressure gauge, and playing with the Accusump valve. Even with an extra 3 quarts added at the rest area (up to 9 qts now), the oil pressure was dropping at right hand corners. He added 2 quarts for the next session, but it was still fluctuating, and the oil level was well above the windage tray with the engine off. We figured the oil temps would rise if the oil got roped around the crank or started to foam, so we kept adding more. Checking the level with the engine running (the dipstick is sheltered, in the drivers side oilpan kickout, behind trap doors), it showed it was an inch low! Another 2 more quarts were added. Without the Accusump on, the oil pressure was finally rock solid with about 14 quarts total. Woo hoo! It turns out we didn't need to open up the engine last year, but at least the oiling issue is solved. The Canton oilpan, long -12 and -10 AN lines, oil cooler, remote CM filter, and 3 quart Accusump really increased the capacity.
Friday the track was dry, weather was sunny and comfortable (70's), and a perfect day. I was finally able to start pushing the Camaro, which resulted in the rear tires rubbing the inside of the wheelwell. This is with about 3/8" clearance when at rest, so it's time to change from the poly bushing'ed panhard bar to spherical rod ends. At the track, I just added a slip on spacer and used a BFH to massage the inner fenderwell, which solved my clearance issues temporarily. The ARP studs in the Moser axle were plenty long... The 3 link was working great, and I left it set up at the same angle since there was no brake hop, and bite out of the corners was decent. There is a bit of oversteer on right corner exits, even with the rear swaybar at full soft - I need to scale the car and set the cornerweights properly. The last session I grabbed some g-forces from the DL90 data acquisition box, but the GPS unit was still attached to Mark's 434 Firebird, so the track maps and sector times are skewed. Unfortunately, the top wastegate bolt backed out of the passenger wastegate, which let it rotate away from the exhaust flange, and the hot exhaust melted the back of the housing. Time to get replacement Deltaga parts, and use safety wired bolts for all the joints. All in all, the event was great as usual, a HUGE thanks to Mark Frouhar for getting me motivated early, helping button the engine back together, and being my pit bitch during the event, Justin Bertolotti for giving up a few days to help wrench, and Mike Cheney for pulling an all nighter getting the exhaust bolted on.
There's lots of racing this summer!
Posted by Z28tt at 9:49 AM