Cut some welds
Then knocked out the old bushings
Then spent WAY more time bead blasting than I planned
but 1 bearing fits, 15 to go (I'll make all 16 adapters while I'm at it so they are ready for the front too). Then I'll need some spacers so everything fits right.
They look like the ones in the front of Pop's Taraschi, which were Fiat 1100 type 103c- onwards through 124s.....Maybe Lada too.
In reply to TurnerX19 :
The a-arms look fiat? They could be i guess
I'm having a personal crisis.....I REALLY want to paint something yellow.....I know its wrong, but I also know in my heart the car will be faster if something gets painted yellow.
In reply to mke :
Fiat and Ferrari bought from the same catalog. The arms are Ferrari specific. Fiat may have been responsible for the engineering, but once they found someone to make them they proliferated throughout Italian industry. The 1100-103c that I reference is 1956, they are probably even older than that. There are visually identical but smaller sized in smaller Fiats too. The interference fit to the arm never felt comfortable after a bushing replacement. I used to add a little tack weld to a new bush after pressing.
In reply to mke :
Dampers? Brake calipers? It's well documented that yellow dampers and calipers are fast.
In reply to AngryCorvair (Forum Supporter) :
The dampers are anodized aluminum which i think makes them as fast as they can be...... but making the silly red springs into yellow springs would likely make it WAY faster!
yeah... and the calipers too I guess
In reply to mke :
take it easy there. yellow springs make you faster in corners. yellow calipers let you brake later. if you do both, you might find you need yellow tires to deal with all that vee squared over R.
If I can have the springs blasted and sitting out Wed morning they will be picked up by a friend to take to his friend for yellow powder coat......which has to be another 5% faster over just yellow paint.
I think my HF blaster is just completely worn out...but I just the springs cleaned up with a wire wheel and a selection of abrasive options. It took forever but I now the extra speed I get with yellow will make it all worth while! The yellow caliper paint sure be here tomorrow so I can take care of those too.
The springs are gone to begin their power coating adventure.
In other news I just got the case for the new ecu. About the same size as the old AEM/EL
LOTs of pins, I can't even imagine running out of anything
And nice sealed, locking, and covered wire connectors.
Now it just needs an actual ecu board....and some branding stickers of course :) The board is designed and pinout complete so I can start wiring in the new connectors and figuring out where to mount the thing as soon as I get some down time from the suspension.
2 down
All four calipers painted....not sure I love the shape of yellow but changing it is a next year problem at this point and who knows maybe be they I will love it.
I tried to make the bearing adapters my life's work but they are done
and the A-arms painted
I realized with the bearing the lower forks can rotate.....there is no force to move them so I think I'll just tighten them up and see how it goes. If they rotate I'll need a solution but I don't think they will
I started reassembling the uprights and realized I had altered the brake line brackets to install the F430 calipers so the plating is gone and they were starting to rust, so they are blasted and painted
The front upper frame mounts are slotted to make make toe adjust possible with the bearings
The forks have longer bolts to let me add the camber the super sticky tires like but they still need to be painted.
I think I'll also make some spacers for the forks so I don't need a ton of shims and I need spaces for the A-arm bolts because the bearings are much shorter than the bushings.
Its getting close to engine install time which is good because are the ECU boards are ordered so I should have a working ECU in my hands in maybe 4 weeks? My how time flies.
More painting. These parts should be yellow zinc plated but I don't have time for that right now and this really ain't that kind of build.
Home again home again jiggity jig
I know it fits, I know how to angle it, but every time the stress stress of seeing it.......I do kind of wish a HF engine compressor was a real tool
Last time one of the alternator mount bolts let go so that got a helicoil
Tomorrow I'll try to get the front headers on....they are a bugger and again the engine has to be in just the right place.
Those calipers look great. Minus 5 feet from previous best stopping distance, no doubt. đ€đ»
In reply to AngryCorvair (Forum Supporter) :
Plus 5mph corner speed because they scare tires into sticking. I need to get a set of ferrari stickers still, I think that adds top speed iirc :)
And I need to pick up the pace....the ECU boards are in production so not a lot of time left before I am the hold up
Forgive me if u have covered this in the thread already.
You seem to have been co-opted into the development of a new entry into the ICE EFI control market. Vaguely recall something about tech writing in return .
Who is the new player? Who is their target market that is not already served by existing players? Is this just a "me too" product with a low intro price while they debug on the back of early adopters? We currently have ACES EFI doing that market niche. Or is this more in line with high end stuff like Motec or Haltec EFI systems?
Be interested in hearing their elevator pitch.
In reply to NOHOME :
Those are certainly all the right questions.
Is it a me too? Sort of I guess. MS has really owned the low cost ECU space for years and people are happy but they know its not a motec or haltech. We are trying to provide most of what the high end ECUs offer at entry level MS prices. That is it really.
The epic EFI project is based on rusEFI opensouce code. I've been sort of following them since they started and they have made a ton of progress in the last...10 years? but for me I didn't see a fit. My car is demanding and I'm a bit of a diva as well I did love my enginelab setup before it died) so it just wasn't for me for lots of reasons. Recently the chips that support rus got upgraded with a lot more ram and to me that has been a game changer because HW running rusEFI can now physically do most of the things a motec or haltech can do. What this project does is create the HW package that takes full advantage of what the chips can now do and also supply the support that is mostly missing with open-source based efforts but keep the low cost.
What kind of things?
Race Data logging - we log about 500hz - 1/2 motec speed but 10x MS speed and you can log a few hundred channels. So fast enough to do shock/suspension tuning and such making this is pretty decent race logging setup. Everything in the ECU is available plus there are 40 analog inputs, 8 thermocouple inputs, an accelerometer, CAN inputs are also available, and an SD card for storage so you can store 1TB if you wanted.
OBDII data output so you can use any of the race logging software or apps but with about 10x better resolution because the CAN is faster than OEM to make this stuff work better (no you can't use it to cheat emissions, it doesn't do that kind of OBDII, please don't even ask).
12 spark, 24 fuel so it will handle most anything engine wise and unused fuel and spark outputs are available along another 12 outputs for a total of 48....but wait there's more! There are another 8 smart fuel injector drivers (they can only be fuel) that are about 1/3 the dead time normal injector drivers produce to make setup easier because getting deadtime right doesn't matter as much. There are also 14V outputs that can be used for fuel and spark so cranking or battery dying spark and injection will stay the way you set it not drift and require corrections, again to make it easier.
Custom functions are possible. I think this is an advanced user thing, but custom function can be written using a scripting language and added to the ECU.
Its in a sealed OEM case with sealed OEM connectors. We're trying to bring high-end features to the lower cost space
Does that answer your questions?
My BS detector twigged on the "OBD-II" part, and this may just be a communication concentration error. OBD-II is a generic spec for codes and a mandatory level of open-ness with repair shops, and there are several different communication protocols. It's not monolithic in the least.
The speed of the data isn't limited so much by the ECM as it is the protocols in use by the device being used. Connect a scan tool in generic mode to a GM, you get slow data (but still a lot better than before 1996). Connect a scan tool in manufacturer specific mode, and you get it a little faster. Connect something like HP Scanner to it and you get data ten-100 times faster because you're getting the data as fast as it's being updated to CAN instead of the scan tool polling for PIDs.
It's not a car-side issue, in other words.
In reply to Pete. (l33t FS) :
that is a yes and no.
The yes part is that in most cases the speed issue is really the dongle you're plugging in. The is a CAN is fast, the OBDII CAN is fast, (500khz iirc for most?) so if you connect something like dash or logger that uses OBDII, it will be very fast. But the CAN to bluetooth dongles as generally pretty slow, so my favorite app, trackaddict, would not be any faster on this ECU than an OEM ECU.
Hope that clears up the confusion, clearly I did not say it well the 1st time.
In reply to mke :
Your first paragraph pretty much explains it. Thanks for taking the time to write that out.
Pete
In reply to Pete. (l33t FS) :
I re-read what you wrote....in most ways your answer is better than either of my attempts. CAN details are for sure outside my current experience working on a 1984 car. I think everything else I shared is pretty correct, but my job is mostly trying to translate engineer speak into english and vice versa to get things a bit more user friendly as well as saying "no, that's not good enough, customers will hate it" 
In more important news, I set a new personal best of just 45 minutes to get the front headers on and the engine down the rest of the way and on its mounts. Yay! Onto the water pump and alternator.
It's tricky because people say CAN and OBD-II data when really, when you plug something in to the data link connector, that device literally just becomes another device on the CAN. It's like plugging another telephone into your phone line. The main difference is if the person on the new phone can understand what people are saying 
I'll admit to not being 100% cognizant, but more or less, generic OBD-II protocols will poll the CAN for data so that ends up being slow. The guy on the phone asks every so often "What did you say coolant temp was?". This also will give you real, uninterpreted data. ("I'm showing -40F) Enhanced mode (manufacturer specific data, not the generic info) gives you network data, which may be interpreted for failure management reasons, but it still polls. ("What's the coolant temp?" "We're working with 180F") This is important to know in my line of work trying to repair faults.
If you have something that listens properly to CAN info, like the trans controller and instrument cluster can, it's much MUCH faster because it listens and doesn't need to poll for info. The first time I used the HPTuners scanner was night and day faster than using even a factory scan tool!
So if you want FAST data, whatever you are recording with needs to understand the CAN signals without having to ask all the time.
Of course, if this data is coming from the computer that you installed, the speed will still be dependent on if the device that is reading can understand it or nit. BUT one thing that I do see is that, depending on what communications protocol it is using, you may be able to talk directly to some OEM control modules like ABS or instrumentation.
This is why the MSPNP for Ford Mustangs fascinates me. It can drive the Ford instrument cluster. That means it has the ability to send data through an OBD-II DLC for third party devices like a Garmin camera. Unfortunately this isn't on all MS computers, just that one plug and play unit.
Pete. (l33t FS) said:This is why the MSPNP for Ford Mustangs fascinates me. It can drive the Ford instrument cluster. That means it has the ability to send data through an OBD-II DLC for third party devices like a Garmin camera. Unfortunately this isn't on all MS computers, just that one plug and play unit.
We have the ability to run any CAN device if you know what you want to tell it. If it reads OBDII, just plug it in , enable OBDII, and it should work but custom CAN messages are pretty easy to do and there are 2 separate CAN busses so you can have 2 different baud rates. We might be interested in having a rotary user as a beta tester which means a special price and a promise to actually answer your emails. Ping me.
In ferrari land water pump, alternator, oil return pump all on but I've had enough wrenching for today.....it feels like vodka time.
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