My ’84 190e ….*slightly* modified

Fantastic!!

Mild progress...custom "Toyota crank to Nissan input shaft adapter that makes up for the adapter plate thickness" thing arrived...

As did a new 6 puck clutch disc.

Looks very familiar.

https://grassrootsmotorsports.com/forum/build-projects-and-project-cars/gt-wreck-racing-2013-utcc-miata-build/68710/page1/
I hope you have better luck with your 1UZFE. We kept blowing them after adding the supercharger, though they've all been high-mile junkyard motors.

Looking forward to reading more about your project as it progresses.

Wow excellent, like very very excellent. I wish I had such skills.

Wanna make me one of those intake to supercharger modifications? I'm so serious. I'll even ship you my lower intake manifold and fuel rail whatever you need. And monies of course.

Great job. I like it.

Hey JohnyHachi6,

Just read through your build - very cool...quite a bit of set backs to overcome...

That looks like an m90 SC?

Could you post some closer pics of the pulley/idler system that you guys built?

In reply to morecowbell:

Here's what I have available at the moment:

Yep, it's a GM-application Eaton M90 form any late 90's supercharged 3800 V6.

As you can see, this setup uses two idler pulleys to route the belt. The pulleys were spare 1UZ timing belt tensioner/idler pulleys, if I remember correctly. They are installed on studs that screw into unused holes in the water pump housing. You might have other stuff mounted there if you use all the OEM accessories and timing cover, I don't remember how any of that stuff is set up.

We used a couple of aluminum spacers to get the idler pulleys in the same plane as the crank pulley there's also a small aluminum brace that we fabricated and installed between the ends of the studs to keep the force from the belt tension from bending the studs. We spec'ed a much longer belt to run up the the SC pulley using an OEM-style 6-rib belt. That was one of the reasons we used these additional pulleys; they allowed us to get the maximum amount of belt contact area on the pulley to reduce any slippage (which wasn't a problem for us). If you use an M112 (which is definitely a great choice, vs. the m90), then you might need to go to an 8-rib belt, which makes this whole thing much trickier, since you can't use the OEM crank pulley or run it on the accessory pulleys. I'd probably be tempted to try a 6-rib belt and see if it works.

Let me know if you have any other questions.

morecowbell wrote: Just read through your build - very cool...quite a bit of set backs to overcome...

Don't let our setbacks weigh too heavily on you. Like I mentioned before, all our engines were unknown condition, junkyard units that we drafted into service. If you can do a little refresh and are careful with the tuning, you'll probably be in pretty good shape.

Thanks for the details - I like the belt wrap that set-up achieves.

I am actually using a M122 - a bigger version of the m112 used on the newer Shelby GT500 5.4l mustangs but it has the M112 snout on it.

In reply to morecowbell:

Boy, you came out swinging with this one!!! At first I'm like "oh, neat--190E" and then all hell breaks loose!!!

This is incredible in its ambition and execution. Awesome.

I really wish I could see the 1st-page pics on the work computer, I guess I will wait until I get home Sounds like you are making every dollar count!

If the 6-spd gearing is too short for the "3.91:1" diff (IIRC the j30 were 3.92:1 vs the 4.11:1 or 4.08:1 in the S-chassis), there is a 3.64:1 R200 from something, q45 maybe? It's been a looong time since I had to use that info so it may be off by a few percentage points I do recall someone who used the taller rear end on a moderately-high-powered turbo car saying that going taller helped with 1st gear, but made 2nd and up a little too tall for most things. Granted, that was a 5-speed, but I'd wait on a ratio swap until it's running and you can see how you like 2nd-4th.

Well this is kind of lame...I may have to sell this car (and the drive train I have amassed for it over the last year or so). I just bought another house and as much as I want to keep it there (as well as a few other things that will have to go...cnc plasma table being one!) there is just not the space to work on it...One of those stupid priority things...when the car is getting pretty close aaargh. The house is worth it though.

I am looking at other options at the moment but I may have this thing up for sale in the next little while.

I'll jump in with the first GRM bid...... $25.00 and a case of any beer brewed in Portland

I'll raise that bid to all of my 22 caliber guns.

No beer because I stay thirsty and I need any cash to buy beer.

Any idea how easy it would be to tow it across the border? I'm only 2-3 hours south of you, and I'd be interested to see if this falls into my price range. I know the title transfer from BC to US can be somewhat arduous, but does anyone know if it is easier if I were to make it a track-only non licensed vehicle?

Mezzanine wrote: Any idea how easy it would be to tow it across the border? I'm only 2-3 hours south of you, and I'd be interested to see if this falls into my price range. I know the title transfer from BC to US can be somewhat arduous, but does anyone know if it is easier if I were to make it a track-only non licensed vehicle?

My only experience has been the other direction and it was fairly painless...but in 1988...

I am seeing what I can do to not sell it... I know I will seriously kick myself if I do. I will probably have a good idea in the next week or so.

Looks like I may have found a place to keep it over the winter!

I finished off boxing in the cross member and a few other things in celebration.

Did a bit more boxing in under the hood where I had to clearance things to get the motor to fit.

I picked up some 300e front brakes and spindles today for the car. These are bigger than the stock 190e units and are apparently a direct bolt on.

I have to modify the steering arm (shorten) to work properly with the rack still.

Cut down and tacked the steering arms...now awaiting TIG welding at a local race car fabricator. They should be finished by tomorrow afternoon.

I also picked up a Jetta mkii steering shaft with the correct lower u joint - power racks and manual racks have different splines... The length as is is pretty close but it needs a different upper u-joint to work with the 190 column shaft profile.

Arms are back from getting TIG'd - now I can start to reassemble the rest of the steering.

I cut down the jetta tie rod inners to fit:

Welded them and then sleeved and welded them again:

They fit pretty well (so far) and clear the lower a arm well. Will have to see how this all works when doing the alignment...

MOAR!

The car is in storage at the moment while we move...hope to get back in deep this spring.