atlguyinbama
15+ Year Contributor
- 69
- 0
- Feb 21, 2006
-
Madison,
Alabama
Ok guys,
Just to be clear, I am pretty well schooled in the DSM world, I have owned 3 1g's, and have modded all myself. So please do not think I am your typical newbee. I just have yet to post much.
Anyway, I am currently in the process of building the 6-bolt in my 92 Laser AWD. This is being done, only because of a list of tragic events. They are as follows:
First, about a year ago, (which is about 4 months after purchasing this nearly bone stock 6/4 Laser with 130k on the clock) the car started to show some blue smoke from the exhaust, especially while in boost. So I went the standard route, and did a compression test, whick showed around 145psi accross the board. So of course the next assumtion was the turbo. That turned out being the case, so it was replaced with a MHI EVOIII 16g (all supporting mods were done prior to this [exhaust, pump, injectors, MBC, AFC, etc.]).
Next, after I got about 2 weeks of enjoyment out of my new turbo, when it started smoking again, almost the same as before. So I followed the same route as previously, and found cylinder 4 had 60psi of compression... OK time for a cheap rebuild (ring land was cracked and broke off in my hand when removed). I lucked out and found a set of Beck/Arnley pistons already pressed on some machined rods for cheap, so I honed the block (did an in the car rebuild, didnt have the time/money to do a full rebuild), installed the new pistons and bearings, arp head studs, and gaskets (felpro inc. hg). All was well again and I was tearing up the streets.
About 2 months later when doing an oil change I noticed coolant in the oil. First thought, shit, the new hg blew. So I bought a Cometic, took it to my buddies, and pulled the head off. I went ahead an had a 3-angle valve job done while I had it off. We replaced the gasket, torqued it back down and started her up. Same problem... Coolant still in oil. At this point I got on here and researched. Found a lot of experiences with crushed oil cooler internals. So I picked up the 90 oil cooler a buddy had from my old Talon and installed it. I changed the oil, flushed the coolant and problem fixed.
I also replaced the turbine housing on the EVO III, as the bolt holes had been stripped and a retap of them left them at poor angles. I opted to go with Bullseyes SS turbine housing as they were on sale, and were only slightly higher than I could find another 7cm for. Beside I wanted to give it a try and see what gains I could get topend, and I figured the 38mm flapper would help with the boost creep.
This same night, as the car was running, and we were checking for leaks, the car just died... When trying to start it up, it just slightly turned and thunked. Upon closer inspection it appears that the crank gear bolt (big one with ratchet head) was not properly tightend, and loosened up to the point that the gear wiggled loose and it jumped time. I grenaded 3 valves (broken off) and bent 5 more, along with killing the new pistons.
So that was 8 months ago, now Im in the process of totally rebuilding it. Im using Wiseco 9:1 pistons on stock 1g "Big" rods, in a .040" overbored block that has been line honed and decked w/a polished crank. The head is a stock rebuild with new valves, a 5-angle valve job and a set of Brian Crower 272's. Its being helt together with all ARP hardware. I also decided on a new oilpump and clutch at the same time, along with my first balance shaft eliminator kit. I am also using a greddy timing belt with new hydraulic and roller tensioners. I am shooting for 300-350 awhp with this setup and a good tune on the EVOIII.
Lets hope that this is the end of the curse that has seemed to follow me with my beloved Laser.
Just to be clear, I am pretty well schooled in the DSM world, I have owned 3 1g's, and have modded all myself. So please do not think I am your typical newbee. I just have yet to post much.
Anyway, I am currently in the process of building the 6-bolt in my 92 Laser AWD. This is being done, only because of a list of tragic events. They are as follows:
First, about a year ago, (which is about 4 months after purchasing this nearly bone stock 6/4 Laser with 130k on the clock) the car started to show some blue smoke from the exhaust, especially while in boost. So I went the standard route, and did a compression test, whick showed around 145psi accross the board. So of course the next assumtion was the turbo. That turned out being the case, so it was replaced with a MHI EVOIII 16g (all supporting mods were done prior to this [exhaust, pump, injectors, MBC, AFC, etc.]).
Next, after I got about 2 weeks of enjoyment out of my new turbo, when it started smoking again, almost the same as before. So I followed the same route as previously, and found cylinder 4 had 60psi of compression... OK time for a cheap rebuild (ring land was cracked and broke off in my hand when removed). I lucked out and found a set of Beck/Arnley pistons already pressed on some machined rods for cheap, so I honed the block (did an in the car rebuild, didnt have the time/money to do a full rebuild), installed the new pistons and bearings, arp head studs, and gaskets (felpro inc. hg). All was well again and I was tearing up the streets.
About 2 months later when doing an oil change I noticed coolant in the oil. First thought, shit, the new hg blew. So I bought a Cometic, took it to my buddies, and pulled the head off. I went ahead an had a 3-angle valve job done while I had it off. We replaced the gasket, torqued it back down and started her up. Same problem... Coolant still in oil. At this point I got on here and researched. Found a lot of experiences with crushed oil cooler internals. So I picked up the 90 oil cooler a buddy had from my old Talon and installed it. I changed the oil, flushed the coolant and problem fixed.
I also replaced the turbine housing on the EVO III, as the bolt holes had been stripped and a retap of them left them at poor angles. I opted to go with Bullseyes SS turbine housing as they were on sale, and were only slightly higher than I could find another 7cm for. Beside I wanted to give it a try and see what gains I could get topend, and I figured the 38mm flapper would help with the boost creep.
This same night, as the car was running, and we were checking for leaks, the car just died... When trying to start it up, it just slightly turned and thunked. Upon closer inspection it appears that the crank gear bolt (big one with ratchet head) was not properly tightend, and loosened up to the point that the gear wiggled loose and it jumped time. I grenaded 3 valves (broken off) and bent 5 more, along with killing the new pistons.
So that was 8 months ago, now Im in the process of totally rebuilding it. Im using Wiseco 9:1 pistons on stock 1g "Big" rods, in a .040" overbored block that has been line honed and decked w/a polished crank. The head is a stock rebuild with new valves, a 5-angle valve job and a set of Brian Crower 272's. Its being helt together with all ARP hardware. I also decided on a new oilpump and clutch at the same time, along with my first balance shaft eliminator kit. I am also using a greddy timing belt with new hydraulic and roller tensioners. I am shooting for 300-350 awhp with this setup and a good tune on the EVOIII.
Lets hope that this is the end of the curse that has seemed to follow me with my beloved Laser.
