if you have the 02 engine take that alt and bracket and use it on the 98 motor. the bracket is the same part, n/a or s/c.
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if you have the 02 engine take that alt and bracket and use it on the 98 motor. the bracket is the same part, n/a or s/c.
Thank you for that info guys!
On another note I emailed a local machine shop about the oil pump cover and the crank gear. This is what they had to say. Any insight?
***Regarding the gear, I would need to know the Rockwell hardness to determine if it can be machined. If the hardness requires grinding verses machining, we do not do cylindical grinding.
Regarding the front cover, we can do flat grinding assuming the part is magnetic. Our surface grinder's size limits are 8" x 20"***
the Rollmaster crank gear isn't that hard, the guys I went to didn't have that difficulty. the one I went to just wanted to know precisely how much to remove.
Make sure you post up pics of the head work before you install. Do you have experience with porting heads?? Takes a little practice but could save you money in the long run. No Offense to Hinson...seen his work and looks great, it's just how you learn to do it yourself that's rewarding
As if right now I still plan on Chris to port my heads. But my current issue is that my local machine shop needs to know the grade of metal before they chamfer the rollmaster piece.
That's odd that they need to know that.Shop I took mine too had no issues, I gave them a factory one and said make this like this one,that was it.
Hit it with a hand file. If it cuts, it's under 54rc. Should be able to machine it with regular carbide tooling.Quote:
Originally Posted by PWNED
Last night I purchased the XP, Roller Master Double Roller and machined pump cover.
Now I just need to find a machine shop in my area to chamfer.
Pat.. There's a thread on CGP about the DR issue. 400TurbochargedSBC did a huge write up on it and also posted the exact specs here too. Technically when you measure and want perfection, the cam gear is also slightly machined. There is a difference in the crank shoulder where the gear sits. The DR that ZZP sells (and was involved in the thread with the issue, however leaves that out of their site) is made for an Aussie 3.8L crank, not the US version so the chamfer is incorrect on the part. Do the gear, do the pump cover and you are all set w/o doubling gaskets.
Nothing will come up under than name for some reason..Quote:
Originally Posted by BillBoost37
Will I be ok with the zzp oil pump cover? From what your saying besides the crank gear needed to be chamfered the cam gear as well needs to be?
Lots of info here:Quote:
Originally Posted by PWNED
http://www.clubgp.com/newforum/tm.as...&key=&language=
And more here:
http://www.clubgp.com/newforum/tm.as...anguage=single
I am unable to ask Turbocharged400sbc if he can do this for me. (full inbox) I am one to get things done right the 1st time!
I got ahold of GR8racingfool and he is able to chamfer that crank gear :)
Can anyone chime in on what Turbocharged400sbc was stating about the cam gear needing some taken off as well? In the upper thread?
Besides the machined oil pump cover the biggest thing to get fixed is chamfer the crank gear right? Is this what everyone is doing? Nothing needs to be done to the cam gear correct?
correct
The ideal is have the chain and two gears vertically lined up. The crank gear doesn't sit against the crank properly because it's for a different engine. Once it's machined to the right shape, apparently it'll be too short, so the cam gear could use a few thou taken off to get the two gears perfectly lined up.
Have the crank gear machined, and measure the rest. That's my advice.
The two gears will be very close once you machine the crank. That's the key bit.
Does anyone how much will exactly need to be taken off the cam gear?Quote:
Originally Posted by matt5112
that depends on where the crank gear ends up during the test fit after the chamfer and the corner getting squared up on the recess.
as long as the recess depth is not changed....most Cam motion (intense) fit at .024-.030 and the comp cams at .022-.026 off the backside of the gear.
make sure the gear is fully deburred (the alignment dimple keeps it from sitting flat on a lathe/surface grinder.