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I pulled the head from my engine on my 2004 MSM.

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I tagged the wires and other concections. I didn't want to lose track for the reassembly.


I found the source of the problem in cylinder #2.

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I pulled the engine.

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You may have already notice the hole in the block. I wasn't sure what to do next. I did know the engine needed to come out.

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I tagged most everything.

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I thought I would tighten up some of the spot welds in engine bay.

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This is slow going. There's a lot of seem sealer that has to be removed to get at the metal.

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There was hardly any room for the exhaust to exit the engine bay and head toward the transmission tunnel. Everything is so tight. I wanted to have more room. I got an aftermarket subframe and got it powdercoated.

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I still was looking for Miata engine that would solve my problem. I broke a factory connecting rod. The rest of the engine internals were junk. I started to add up the price to get back to where I began.I checked for a good engine builder in my area. I didn't like what I got for answers and dollar signs.

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I also needed to do something about a transmission. The 3rd gear synchros were very tired. I sold the transmission to an autocross friend.

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I have the differential in place. I will need to set the front mount at 3 degrees and tack it into place.

DNMakinson

iTrader: (3)

What is the diff? What are you trying to accomplish? What are your goals / plans for the car?

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This is a Ford 8.8 diff. I broke my 1.8 MSM connecting rod. I am planning to put in a 5.3.

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Here's a photo of part the diff brace.

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Cuts to allow for the V8 Bellhousing.




Adding metal braces behind where the originals were located.

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The Mast oil pan is 5 3/4 deep. I don't want it hanging below the frame.

Trial fitting the engine. The oil pan is too low.


The photo very blurry. This plus the kerfs of the two cuts equals one inch.


The cuts are finished. The welding is next.



The inside is also welded.


After the cuts and welding were completed.

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This is a 5.3 aluminum V8 before the rebuild.

This is the 5.3 after the rebuild.

Headers and V-Band clamps before the weld.

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V-Band clamps being welded.

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All the braces removed from the trans tunnel.

First, widening the tunnel for the bellhousing and then closing it back in a little for the accelerator to clear, lens cap for clearance from the gas pedal to the tunnel.

There were a surprising amount of small adjustment to be made with the tunnel so, I just ended up adding metal where is needed to go and then I reattached the tunnel braces.

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Getting the bellhousing to tunnel measurements. The Quicktime spun housing must have been different than the factory GM aluminum measurements, because the width was less than Flyin Miata directions listed. After following their recommendation, I had to narrow the opening slightly. Als, if I had known, I would have given myself slightly more height to allow for room for driveshaft angularity later.