Damnation: The Cynos Project

A bit of a tame heading by all accounts, but after the heart transplant, the momentum has been slowed somewhat by the fact the engine wasn't fully installed yet and as such limited the other jobs that could be done. However, in the spirit of maintaining progress I decided to do a couple of things whilst I waiting for the Trevvy Special Mounts. So, I installed the CT9 and manifold in place, ready for when I can torque everything down, and loosely assembled the downpipe - reason being that I've always needed plenty of manoeuvring when tightening the downpipe and exhaust assemblies.

After which I was left with not much to do at all, other than wait for the new mounts, as attempting to attach any lines or cabling could create snagging or tension and plenty of crying at broken parts during the inevitable movement of the engine when installing the new engine mounts. And after about a weeks' lull of progress, I was greeted by a lovely sight:



They actually just appeared on my desk, super cereal! Ok, not really, but anyway, I was ecstatic, yet another push forward for some progress! So ecstatic infact that I went straight to install them, and as is obvious with such cases, rushing a procedure is a quick way to issues. And so it began. There were no bolts for the new C56 Bracket for the gearbox (which was omitted on purchase), but that would prove redundant as I just pilfered the requisite bolts from my old gearbox - the guy made me wait long enough to collect the gearbox. However, seeing as the mount design on the Optional-LSD gearboxes varies slightly, typically ONE bolt wouldn't work, but I had enough to at least affix the mount and bracket in place.

Once done, I then had the issue of attempting to line up said components in order to get the fixing bolt through the mount. Which proved fruitless - the old mounts were so worn that jacking up the engine resulted it in doing so lop-sidedly and not sitting within the bracket. On this basis I figured it'd be best to install the other two mounts first as then the engine should then just lift straight up!....O_o

So, I dropped down the gearbox side and removed the mount, swapped the new mount onto the bracket and tried to jack the engine back up. However, the mount was fouling, so much so that even with the car starting to lift - and hence, the weight of the car forcing down on the mount - it still wasn't slotting into the bracket. I cried to Harvey via text who replied in a typical derisory fashion explaining something about using a "drift" and muscle and I don't know what else as I don't pay attention. So, armed with a B&Q pry-bar, I tweaked the bracket a little bit whilst raising the car and eventually it slotted in, and with a bit more adjustment I lined up the bolt and tightened it in.



The engine side mount was a relative breeze, and after which the rear mount was an easy install.





You may have noticed something in the pictures as well. Yes, I got a new desk and I damaged it during assembly (>_<). I also however, got in the latest prototype of the Transparent Cambelt Covers I'm getting made, and whilst I do like to look fabulous, I do not condone the mixing of Orange and Pink, it looks vile. The cover does look lovely though, barring some fitment issues.



Straight after getting the mounts in I quickly bolted in the braided clutch hose and bled the clutch - yes, I am a superhuman, I bled the clutch, ON MY OWN. With a one-way bleed-hose naturally ^_^. Sitting back down after a quick clutch bleeding though, mondieu, that is a ridiculously heavy clutch pedal. TF!? It was only an organic uprated clutch! Oh this is going to be amusing...Oh yeah, this is only a single paddle clutch disc. My 5E will have TWO discs ^_^

Resuming from whining to myself about the newfound heft to the clutch pedal - take that you that lambasted the previous Granny-light pedal feel, I have a MAN'S pedal now - I was left with not much else to do, yet again. Why? I hear you think (yeah, I'm in your head) - it's that bolt missing from the rear engine mount. In essence, the anti-roll bar sits directly underneath it, so I cannot tighten that assembly until I have the bolt. Which means I cannot lift the exhaust system onto its hangers. Which in turn means I cannot affix my Tanabe Lower Control Arm brace. So on. Unfortunately, my badly timed (on a Friday) and frantic research for a bolt proved fruitless, so it will unfortunately mean another progress-free weekend.

Then all of a sudden, it came to me in a daze - I could attempt to crank over the engine! Z0mg! Once I collected myself up from my girly hysteria, I started plugging the loom back into the appropriate connectors, bolted the fuel line onto the fuel filter an so forth, to the point that essentially the engine was ready to turn. Having charged the battery I connected the battery negative in a rather rudimentary manner and attempted to turn the engine over (with the coil disconnected and EFi fuse pulled out). Nothing. The starter solenoid fires, but it doesn't turn. You would think I would've been disappointed (ofcourse I frickin' am, it didn't turn over!!11one!) however...nothing caught fire either! So I am not left dismayed, as I neither tightened the bolts onto the starter, nor did I bolt down all the earthing wires that attach to the gearbox and engine mount. My darling Rick is supposed to assist me shortly in trying to get the engine cranked over, so once he arrives, stops laughing/crying/aggravating hysterically at the sight of the wiring loom, we'll attempt that again. If all else fails, Trevvy's going to have the pleasure of labouring over my handiwork ^-^

With that out of the way, and the engine safely in situ', I ventured forth to remove yet more evil superfluous weight out of the car, namely the rather substantial looking exhaust heatshield mounted underneath the floorpan. Getting over an initial claustrophobia I moseyed on with my ball-joint separator to easily extricate the first of fixing mounts. The rearmost mounts utilised a pair of 10mm bolts/nuts and were easily disposed of, but the middle fixture was a bit more laboured, and required a bit of Dremel coaxing with a cutting disc, and then a lot of massaging with the pry bar, but it too was then removed. If only its substantial appearance transferred to equally meaningful weight savings - damn aluminium - though 646.8g does surpass the culmination of the latest of weight saving measures ^_^.

With that completed, I also figured it would be an ideal as time as any to fit the new Cusco Brake Master Cylinder stopper, this time in contention with the bigger Levin Master Cylinder. Installation was straightforward but a bit of careful orchestration of the tightening of the bolts was required as the much reduced clearance afforded by the greater master cylinder meant that the stopper spacer needed to be forced in slightly, but no matter, it fit! Though I think I may have stripped the threads on the end of the engine mount bolt >_<.




Finally I have arrived to the present, after a 1.5month lack of updates, and so, what is left? Not much in essence - get the engine cranked over and primed, get the engine to fire and warmed up, and oil checked, get the wiring sorted out, get the driveshafts/hubs in/on and a couple of little jobs. Essentially, barring the wiring loom, all that is left is menial fitting of parts and ancillaries and the car is hopefully ready to terrorise the general populus.

And, this is a bug I saw on my window sill



^-^

P.S. New weight saving total is now 10.1866kg ^_^