Ok, so given that it's a Galant GT it is still a turbo model with IRS that my Eterna GSR is, however it's the lesser spec 'lightweight' version with wind up windows, vinyl door cards, more basic seats, manual windows, no power steering, not even a remove fuel filler release inside the cabin. However as it's slightly newer it seems to have been factory fitted with a rear windscreen wiper and VELNAS trip computer which the Eterna missed out on.
Sometime in its life the turbo and/or injection system stopped working properly so one of the previous owners retro-fitted a carb setup on the original low-comp turbo block/head - needless to say it was painfully slow:
So off came the manifolds, and as I was no longer using the 4cyl turbo engine from the Eterna GSR I borrowed the manifolds, AFM, intercooler + piping and exhaust system from it.
getting there!
done!
I also swapped over the coilovers and SSR rims from the Eterna also (at this stage I'm feeling bad about essentially turning the Eterna into a parts car!)
At a track day I managed to crack the ring lands on the number 3 piston, it was starting to get bad blow-by and running a bit rough for the 2nd half of the day
Just as well that I had purchased these 90s era HKS forged pistons on factory rods with ARP rod studs fitted
engine back from the shop, bored out 0.50mm oversized to suit the pistons, balanced shafts removed, entire rotating assembly balanced up
Now I wanted to do something a little different, I had originally intended on doing the DOHC head conversion on the Eterna before I went nuts and decided to ruin the car by putting a V6 in it, but I wanted to do something a bit more unique with the Galant GT, so I had acquired a complete Sirius DASH 3x2V engine from a mid 80s FWD E15A Eterna VR - (sample image):
It has a unique valve arrangement where there are three valves per cylinder, however the largest inlet valve of the two only operates above 2500rpm or thereabouts, to promote turbulance and more torque at a lower rpm range -
It works by using an oil pump mounted in the cylinder head driven off a lobe on the end of the camshaft
which then directs oil flow through an electronically controlled solenoid
then into the rocker shaft which houses the inlet rocker arms that have their own actuators that engage/disengage the 3rd valve operation
make sense? Good! So hopefully I'll have the engine all together and back in the car before the end of the weekend, I do need to do some re-wiring and re-route the upper radiator hose before I can attempt to run the engine though.
Thoughts?
