So, after sorting out the S14 flywheel, clutch, pressure plate clearance issue with the Getrag 245 transmission debacle, I decided that it would be wise to test fit the motor/trans and subframe installation and see if any adjustments would be needed. Well, turns out adjustments are needed. First off, while lifting the subframe, motor and trans on the motor jack while subsequently lowering the car it turns out that S14 header and the steering box hang-up on the inside lip of the frame rails on both sides. Now I could have suspended the motor from the top with the engine hoist and tilted the whole assembly to clear the frame rail lip, but it might be easier to just trim the lip on both sides to clear these components. So that is my plan going forward.
I reached out to @jimk with some questions on how he was running his coolant lines without the stock reservoir and he provided the answers I needed to make the conversion. Basically, you need to remove the pipe that primes the water pump from the reservoir and replace the hose from the thermostat to the water pump with a straight hose (like the 2002). The 8mm hose that runs from the back of the head to the reservoir needs to be rerouted by removing the pipe that runs to the back of the head and adding a hose from the fitting at the front of the head to the radiator. He also provided his schematics for the custom radiator he designed and built to provide the fittings needed for this change. I sent an inquiry to C&R Racing to build the same radiator for my installation but $1,249 was beyond my budget. My original plan was to run a BMW 320i radiator for cooling, but with plastic tanks and no way to run the 8mm line to the radiator, this was going to be a problem.
On a whim, I sent a message to an E-Bay manufacturer in China (winner_racing_radiator) that builds aluminum radiators for the BMW 2002. Their stock BMW 2002 dimensions are way off and in some cases too thick for the S14 conversion. I asked if they could do a custom radiator and they said yes, they could build me a custom radiator and ship it to my door (DHL) for $350. OK, lets take a chance! So I started measuring the radiator support opening, original mounting holes, top of the radiator support, thickness target, and connections and bungs required to build a custom radiator and produced a drawing for them to use. The only thing we changed during production was the fitting for the head drain (moved to the filler neck) and the height of the top tank (reduced to 60mm) so we could use a larger core.
The BMW 320i radiator originally had an electric fan attached directly to the radiator using a zip tie kit. While waiting for the new radiator to arrive, I fabricated a more elegant solution for mounting the fan using a couple of strips of 3/4" aluminum stock. The radiator arrived today and I did some test fitting. Everything lines up exactly as expected. I elected to not have the manufacturer drill the mounting holes so I could finalize placement, but it seems to fit perfectly. I'll report back when this engine has fired for feedback on any cooling issues I experience.
When I was removing the 8mm pipe to the back of the head, I noticed that it looked like the stock injectors were installed. A little creative camera work confirmed this fact. I did some research on the specs for the stock and injectors and their use with aftermarket ECU's. Turns out that MicroSquirt has 2 injector drivers, each capable of driving 1 Low Impedance injector or 4 High Impedance injectors. The stock injectors are Low Impedance, so they need to be replaced with High Impedance replacements with similar flow characteristics. I went through the Bosch catalog and came up with multiple high impedance injectors that flowed near 240CC/MIN. Lots of these were super expensive or out of stock. I eventually ended up with new 0 280 150 728 Blue Tops that I ordered from AutoFirma in the UK at just over $27 each.
Here's the specs...
PART NUMBER: 0280150728 BLUE TOP.
INJECTOR BODY: METAL & COMPOSITE PLASTIC WITH FACTORY FITTED UPPER AND LOWER O-RING SEALS.
DESIGN: BOSCH EV1
STATIC FLOW RATE: 24LB/HR @ 43.5PSI OR 248CC/MIN @ 3.0 BAR
ELECTRICAL CONNECTOR: EV1 2 PIN.
LENGTH: 3 inches, 74 mm
DIAMETER: 24 mm
O RINGS: Top and bottom, 14.5 mm
RESISTANCE: 14.5 Ohms/HIGH IMPEDANCE
FILTER DESIGN: BASKET FILTER AT INLET
Lot's of work remaining, but making progress.
Thanks for checking in.
Mark92131