Just pics of our little meet we had this past sunday we just cruised around town and then went to eat so i took a bunch of pics all the pics are taken off my sidekick so srry for any bad ones lol
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2005 honda civic lx going for the clean sexy look all comments welcome lookout for both cars in pics coming soon my boosted 97 teg and this lovely civic lx amma call it beauty and the beast lol
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my little project car
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I have documented my build as I was going along but ran out of juice on my camera a few times so it has gaps on the time frames. Here we go. First off I put my 85.5mm sleeved GRS block on my engine stand to start the assembly. The block is then cleaned of all lubricants that were used to repel rust, which have also attracted dust. This next pic is where I plugged the factory oil squirters with Golden Eagle squiter block off bolts. This is done because any crank bigger than an 87.2mm stock Type R crank, will not rotate with the factory oil squiter in place. I am using a Crower 93mm crank. This will also benifit me as it will build oil pressure when the squirters are blocked. This pic shows a Main journol where the Main bearings will be fitted and the crank will rest on. The notched tang is matched to the tang on the bearing which holds the bearing in place. Here the main bearing have all been installed and lubed with oil so they do not scratch the crank and also provide lubrication when rotating the crank. Notice that tang that I refered too eariler is what clips the bearing in place. The slot below the bearing on the 4th journal from the right to left, is where the thrust washers will be placed. The thrust washers are what prevent the crank from rocking side to side during rotation. If these are worn, you will have what is called "crank walk". Notice the two thrust washers in place between their slots. Here is a pic of my ARP Main studs and a bottle of ARP assemble lube. With the crank in place on each main, I thread the Main bolts on their holes by tightening them down all the way until it bottoms out and then back up a 1/4 turn from then. ARP askes that this is done with their main and head bolts so as to achieve a pulling effect on the mating surface. The bolt threads are also pasted with arp lube instead of oil. This is a shot of everthing in place. This is called a piston ring filer. As the name implies, it is used to file down rings to get proper ring gaps. It is the proper way to file rings as using a regular file will cause sharp edges in the rings or even brake them. Right here I am holding a feeler guage, which is used to check the diameter between two small spaces. What I will do is insert the rings in the cylinder and try to fit the feeler gauge that cooresponds with the gap I am looking for. I take out the ring and file it down in small increments until the feeler (which is 0.014") fits between the gap and has a slight drag when moved up and down. In this pics we have achieved the required gap. Don't worry about the lines in the bore, as they were caused by the feeler when it is moved up and down and will come off with the rub of an emery cloth. Here are the pistons, rings, wrist pins, and rods setup. Here the pistons have been installled in the block and the rod bearings are lubed with 30W oil and are installed with the tanged side facing the exhaust side of the engine. The end caps are then installed after the journal for the crank is aligned with the rod. The rod bolts are screwed on and then torqed to 45ftlbs using the provided lube. Another view After all the rods are tourqed, the 5 pint ERL block girdle is pushed down on the main studs. The stud washers are then slipped over the stud and the nuts are screwed on and are tourqed down in an inward to outward sequence, at two steps to 60ftlbs. Here is a side view of the girdle installed. Next the ITR oil pump is primed with some silicone to help seal from oil leaks. When someone has a leak from their oil pump area, it is either because this seal has gone bad or the other seal in front the gear where the crank passes through. This is the other seal i was refering too. This gear can be rotated by hand and must be aligned with the coresponding slot on the crank nose. The oil pump slided over the crank noise and must be aligned with this slot. There we go A little silicone is applied at the top of the corners where oil pump mates to the block. PART 2 CONTINUES IN NEXT THREAD....
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[B]General specifications Country of origin Italy Numbers built 499 Introduced 2008 Body design Pininfarina Engine Configuration 90º V 8 Location Mid, longitudinally mounted Construction aluminum alloy block and head Displacement 4.308 liter / 262.9 cu in Bore / Stroke 92.0 mm (3.6 in) / 81.0 mm (3.2 in) Compression 11.9:1 Valvetrain 4 valves / cylinder, DOHC Fuel feed Fuel injection Aspiration Naturally Aspirated Drivetrain Chassis/body body on tubular space frame Suspension (fr/r) double wishbones, coil springs over dampers, anti-roll bar Steering rack-and-pinion, power assisted Brakes vented discs, all-round, ABS Gearbox F1 6 speed Semi-automatic Drive Rear wheel drive Dimensions Weight 1440 kilo / 3174.7 lbs Length / Width / Height 4512 mm (177.6 in) / 1923 mm (75.7 in) / 1216 mm (47.9 in) Wheelbase / Track (fr/r) 2600 mm (102.4 in) / 1669 mm (65.7 in) / 1616 mm (63.6 in) Performance figures Power 510 bhp / 380 KW @ 8500 rpm Torque 470 Nm / 347 ft lbs @ 5250 rpm BHP/Liter 118 bhp / liter Power to weight 0.35 bhp / kg Top Speed 315 km/h / 196 mph 0-60 mph 3.6 s [/B] Ferrari has chosen to unveil the new Scuderia Spider 16M at the World Finals in Mugello in celebration of its recent victory in the Formula 1 Constructor's World Championship 2008. This new high performance sports car features the very best of Ferrari's latest mid-rear-engined 8-cylinder technology. In fact, the Scuderia Spider 16M is faster round the Fiorano circuit than any other Prancing Horse open-top road car yet built. This truly evocative special series model, of which just 499 unique examples will be produced, is aimed at the most passionate clients, drivers who demand both exclusivity and superb driving pleasure. The Scuderia Spider 16M is available in a choice of two new signature colour schemes: the standard version is black with grey trim, while a tricolour livery is also available as part of the Carrozzeria Scaglietti Personalisation Programme. The new car also sports a special plaque on its rear grille commemorating Ferrari's 16th Constructor's World title. The exclusivity of the interior is underscored by the silver "limited series" plaque just above the air vents at the centre of the dashboard. Other exclusive features include a roll-bar with carbon-fibre outer shell and a specific new generation audio system that can be combined with the removable customised Ferrari iPod Touch 16 GB with central dock just in front of the dashboard. From a technical point of view, this car has a dry weight of 1340 Kg (80 kg lighter than the F430 Spider). This, combined with the 510 hp provided by its V8 engine and a power-to-weight ratio of 2.6 kg/hp, means that it delivers blistering 0-100 kph acceleration in just 3.7 seconds and a superb top speed of 315 kph.
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