Engine & Gearbox Installation - Part 6 - Ancillaries

With the engine in the car, the last job to complete the installation was to attach the alternator and the power steering pump and fit the serpentine drive belt.

When I bought the engine, Kyle supplied a nice billet aluminium bracket set-up, which once I worked out which holes on the engine it was all supposed to bolt up to, went on quite easily.  There is a smaller bracket which supports the rear of the alternator which sits directly against the cylinder head, the larger front bracket is then set off from the engine block with a number of spacers.

Initial Fit of Ancillary Bracket

Somewhat oddly, despite it being listed as a part of the bracket kit, I didn't seem to have the lower idler pulley with my kit; it was all blister packed and there didn't seem to be a "missing" spot for it.  That created a short delay in proceedings as I had to order a new idler pulley from Summit Racing in the States (I did this to be sure I got the right one, which needed to be for a Z06 Corvette).  Once it arrived it just needed to be fitted with the 110mm M10 bolt supplied with the bracket kit through the pulley and a couple of spacers and screwed into a hole in the engine block.

"Replacement" Lower Idler Pulley

The alternator could then be fitted into place between the front and rear parts of the bracket and held in place with two M10x80 bolts.

The alternator is fixed in place

Then it was 'just' a matter of fixing the Power Steering Pump in place with the three M8x25 bolts supplied.  And with that, a five-minute job turned into a several weeks job...

The first problem was that the Power Steering pump that I had been supplied with the engine, which was a standard GM / AC Delco unit, did not have threaded mounting holes.  The fixings were meant to be much longer bolts that passed through the whole unit and were secured with nuts at the rear.  OK, so I could have bought some longer bolts, but the pump unit is a snug fit between the front and rear parts of the ancillary bracket which would have made it impossible to get any nuts on the bolts in any case.

Another AK builder, who had also got his engine from Kyle, and with who I had been in contact previously, had purchased a new pump from Summit and he had previously given me the details of this.  Figuring he might have encountered the same problems that I was having, I blindly went and ordered the same pump; a performance pump with AN fittings from Tuff Stuff.  This was a long-lead item from Summit and I had to wait several weeks for it to arrive.  Once it arrived, I was relieved to find out that it did have threaded mounting holes and managed to fix it in place on the bracket.

Tuff Stuff 6170ALB-2 Power Steering Pump...

...installed in place

At this point, I noticed my next problem.  The pump that I ordered has the outlet port on the bottom.  This is the high-pressure line and while I knew that I would need to get a new hose made up with an AN fitting to suit, it was pretty obvious that there was going to be insufficient room between the port and the bracket to accommodate an AN fitting and sufficient clearance to form a 90-degree bend (similar to the brake pipe in the picture above, you can not form a bend immediately behind the fittings; there will need to a certain straight length needed to allow the pipe bender to do its thing...).  This was confirmed in my discussions with Adam at Earls, who I had contacted to request a quote for a new high-pressure pipe.

I had two solutions.  Grind away part of the bracket to give clearance for the fitting or find another pump.  I went with the latter option but this time did a bit more research before pressing the order button. I thought a pump was a pump, but reading through the Tuff Stuff catalogue online, there are loads of configurations.  So this time I bought a pump with a top outlet and with threaded mounting holes and with AN fittings.  Summit was showing out of stock so I ordered via Ebay.com but that still took another 8 weeks to arrive!

Does what it says on the box...

...only this one has a top-facing outlet port!

The power steering pulley needs to be installed onto the pump using a special tool.  It's a press-fit but should not be attempted using a hydraulic press as that could damage the pump.  I bought a cheap tool from Amazon; this is basically a threaded bolt that screws into a thread at the end of the pump drive shaft with a nut/flange arrangement threaded onto the bolt.  The flange sits on the face of the pulley and then by holding the main bolt with one spanner and winding the nut down with another spanner, this presses the pulley onto the shaft.  The pulley is installed until the end of the shaft is flush with the front face of the pulley.

It's probably obvious, but the pulley needs to be installed with the grooved flange to the front; this is to allow a puller to grip onto the pulley in the event that it needs to be removed.  If you install it the wrong way around, you will need to take it to your local helpful mechanic to get it removed while he laughs at you; ask me how I know this...

Holley Power Steering Pulley - note which way round it goes...

Pressing the pulley into place...

...until the face end of the shaft is flush with the front of the pulley

I could then install the pump back onto the ancillary bracket; it needed a bit of wriggling to get the pump with the pulley into place with the tubular bracing of the AK Gen III chassis.  I could then get the bolts into place and tighten them to 15ft-lbs / 20Nm.

Finally, the pump is in place!

(Actually, I did have to take the pump out again as I had forgotten to torque up the bracket mounting bolt that is cunningly obscured by the pulley once the pump is in place.  I torqued all the bracket bolts to 25ft-lbs / 34Nm.)

Finally, I could get the serpentine belt looped onto the alternator, power steering pump, water pump, idler and crank, and using a spanner to pull the belt tensioner forward, slipped the belt fully into place and released the tensioner.

The serpentine belt looped into place...

...and over belt tensioner.

With all the faffing around with power steering pumps, that little job only took the best part of five months!!!

Exhaust & Headers - Part 2 - It's a Wrap

I plan on having the side pipes ceramic coated in black before the final installation.  Rather than have the headers ceramic coated, I have wrapped them to try and keep heat levels under the Cobra hood down as low as possible.

I decided to use Lava Rock Titanium Exhaust Wrap from Funk Motorsport, made from pulverised lava rock.  Apparently insulating the heat from the exhaust also helps to improve the flow of gases in the system which helps increase engine power output...bargain!

Funk Motorsport Exhaust Wrap - made from real volcanoes!

I bought two 15m rolls of 50mm wide exhaust wrap.  Each pack comes with five stainless steel tie clips although I bought another 10 at the same time - just in case...

I followed the Funk Motorsports videos on YouTube which cover how to use the exhaust wrap.  There is a "right" edge of the wrap which should be the exposed edge when wrapping the exhaust; I did get one pipe wrong and had to undo it and rewrap it correctly.

I used nylon zip ties to help hold the wrap in place - note LH pipe wrapped with the wrong edge exposed

All pipes are wrapped...correctly!

I could then cut off the temporary zip ties at the manifold end and replace these with stainless steel zip ties.  I found it helpful to grip the spare end of the tie with a pair of pliers and push on the locking tab with a screwdriver to help get the ties really tight.  The spare end was then cut off with side cutters and the end folded under to avoid any loose sharp edges.

Finished offside header pipe, top...

...and bottom

In theory, I could remove the nylon zip ties as the wrap should stay tight (if I have done it correctly!).  For the moment I will leave them in place (I trimmed the spare ends) as I will wrap all four of the pipes and the extent of the side pipe in the engine bay when I assemble the exhaust properly.

I then installed the headers onto the engine, this time with the gaskets.  I secured them using some ARP 12-point header bolts.  These are torqued up in two stages, working from the centre bolts outwards; the first pass was to 11lb-ft / 14.9Nm and the final pass to 18lb-ft / 24.4Nm.

ARP 12-point Header Bolts

As I anticipated, I did have issues getting the front header bolts into place.  The location of the vertical bracing tube prevented me from getting the bolts in straight enough to be able to get the thread to engage.  I needed to make a "small" dimple in the side of the tube with a ball pein hammer to give a bit of wiggle room.  But having got the bolt started in the cylinder head, it was quite stiff to turn and the proximity of the bracing made it impossible to get a socket or a ring spanner onto the head of the bolt (this wouldn't have been an issue with a normal hex head bolt as I could have used an ordinary open spanner, but those don't work on 12-point heads...).

Tactical dent in the bracing gave enough room to get bolt started in hole

I then gave all the holes a chase through with an M8X1.25 tap to clean up the threads; I was pretty surprised how much crap came out of the holes but after doing that all the bolts could be nipped up tight by hand before being finally torqued down. 

Cleaning up the holes removed a surprising amount of debris...

Manifold installed and all bolts torqued to specification

Fuel System - Part 3 - Deep Breathing

Next up on my job list was installing the air intake and air filter.

I purchased the stainless steel air intake pipe from AK; another bit of engine bay bling! This includes a couple of spigots to connect to the crankcase breathers so that any oil-contaminated air from the engine is recirculated back into the air intake.  It also has a hole underneath into which the Intake Air Temperature (IAT) sensor is installed; this is one of the sensors monitored by the Canems ECU.

Shiny intake pipe!

I ordered a standard GM IAT sensor from Billy's Speedshop via eBay.  I needed to clean up the hole in the inlet pipe slightly with a hole drill to get the sensor to fit.  This will be held in place with some polyurethane sealant.

Intake Air Temperature Sensor...

...installed into air intake pipe.

For the air filter, I went with a K&N RD-1450 unit.  This was basically the largest diameter but shortest height unit I could find with a 4-inch inlet flange diameter to match up with the AK air intake pipe (the short height is important as there is not a lot of room to fit the filter in between the intake pipe and the radiator). As well as providing increased airflow, the K&N units are washable and will last pretty much forever.

K&N Air Filter with oiled cotton filter element

The air filter was a simple slip-fit over the end of the air intake pipe and was secured in place with the supplied jubilee clip.

To attach the air intake pipe to the throttle body on the engine required a 102mm ID silicon Straight Coupling Hose (from Merlin Motorsport) and a couple of suitably sized jubilee clips.  These were torqued up to 6Nm as per the Samco recommendations and then checked again after at least 30mins to allow for any relaxation of the silicon pipe.

Filter and intake pipe installed - I even made sure the logo was level...

For the connections to the crankcase breaker pipes on the rocker covers, I used some 200 Series -8 braided steel line from Merlin Motorsports and some neat -8 hose finishers (which incorporate a jubilee clip) from Torques UK.  

Offside breather hose completed

The nearside hose was a bit more of a faff as the outlet breather pipe on the rocker cover faces towards the rear of the car.  This needed the breather pipe to turn 180 degrees; unfortunately the bending radius of -8 braided hose is rather large so an alternative solution was needed.

I used a couple of -8 straight female fittings and a -8 180-degree adaptor from Torques UK to come up with a suitable arrangement.  Unfortunately I couldn't quite finish off the install as I managed to misplace the final -8 hose finisher somewhere; no doubt it will surface once I've ordered a replacement...

My solution to redirect the breather pipe through 180-degrees

Somewhere in the garage, there is a stray hose finisher...

Fuel System - Part 2 - Regulating the Service

With the engine in, I could start connecting up the fuel lines in the engine bay and routing them down to join up with the supply and return hardlines.

As I'm running fuel injection I needed a fuel pressure regulator to supply a constant 58psi to the injectors.  I bought an Aeromotive A1000 High Flow regulator with -6 inlet ports to match my supply line from Summit Racing.  This is a 3-port regulator and so is installed into the fuel supply line ahead of the fuel rail; there is then one port that supplies pressurised fuel to the fuel rail and the bottom port returns excess fuel back to the tank.

Aeromotive A1000 Fuel Regulator...shiny...

The regulator ports needed some -6AN to ORB-6 adaptors fitting to allow connections to the braided fuel lines to be made.  I removed the brass plug on the front and installed a fuel pressure gauge into the port using some PTFE tape to help with the sealing.

The regulator comes with a mount suitable for fixing to a flat bulkhead.  However, I decided to fit mine as close to the engine as possible and mount it onto the tubular chassis bracing.  This meant I needed to make up my own bracket.  I designed a bracket in CAD and printed out a "flat sheet metal" template which I stuck to some 2mm sheet steel and used to cut, drill and bend bracket into shape.

Paper template used to cut blank from 2mm steel sheet

Using a 25mm diameter aluminium bar as a former for the curved section

The final 90-degree bend formed

2No. M5 Rivnets fixed into bracing tube...

...and mount fixed in place with 2No. M5 button head screws

I could then make up the fuel line between the regulator and the fuel rail; this was a short hose with a 90-degree -6AN fitting at the regulator end and a straight -6AN fitting to connect to the fuel rail connector.  The fuel rail connector I bought was a 90-degree item, with the usual 3/8" GM push-fit connector to the fuel rail and a -6AN female fitting on the other end.

-6AN Fuel Rail connector purchased from Torques UK...

...is a simple push-fit onto the fuel rail

Completed fuel line from the regulator to the fuel rail

I made up two oversize lengths of braided line; one with a 45-degree -6AN fitting for the line which will come up from the supply hardline and one with a 90-degree fitting from the bottom of the regulator which will then run across the engine bay and down to the return hardline.  I will finalise these connections once I know exactly how I am going to route the braided lines down to the hardline fixed to the chassis rails.

Fuel regulator and lines - sorted!

Fuel System - Part 1 - Hard Lines

The common approach when it comes to running the fuel lines for the AK builds is to use -6 or -8AN stainless steel braided hose from the tank, along the inner chassis rail to the engine and, in the case of fuel injected engines, similarly run a return line down the opposite chassis rail and back to the tank.  The fuel pump and filter are typically fitted on the supply pipe run and also fixed onto the inner chassis rail.

Although the AK fuel tank for a fuel injection set-up has a small sump to prevent fuel starvation under hard driving, a conversation with an AK owner at Stoneleigh a couple of years ago about his experience of fuel starvation, convinced me that I was going to go belt and braces on this and install a surge tank in my fuel system.

A surge tank is a small volume tank fed by a low-pressure fuel pump from the fuel tank; any excess fuel is fed back into the fuel tank.  The engine is then fed via a high-pressure pump from the surge tank.  This means that even if the fuel pick-up in the tank is uncovered, there is sufficient fuel reserve in the surge tank to provide an uninterrupted fuel supply to the engine.  An added advantage is that since the fuel between the surge tank and the fuel tank is constantly being recirculated this keeps the fuel supply to the engine cooler which is a big advantage, especially with the increasing ethanol content in fuels.

The surge tank will need to be installed in the boot of the Cobra and it made sense to me to also install the fuel pumps and filters in the boot rather than fixing them under the car.  Since I would need to run the fuel pipes from the fuel tank up into the boot and then back out again I decided to use run hardlines for the fuel supply and return lines along the chassis rails.  

I went with Goodridge HL836 lightweight aluminium hardline which I purchased from Merlin Motorsports.  This is made from Hycot aluminium; a precision-drawn aluminium tube with a black polyamide coating.

-6 Size Aluminium Hardline

Hardline Fittings 

I used my plywood brakeline template/ guide to help bend the tube to the correct profile.  The hardline diameter is 10mm which worked fine in a mini pipebender.  I made the pipes slightly longer than I thought I would need; these will be trimmed back when I know exactly where I will want to create the transitions to the braided fuel lines.

Hardlines bent to shape

These were then fixed into place on the chassis rails using some of my bespoke mounting blocks; the fixings on the offside chassis rail also being used to hold the rear brake pipe in place.

Supply and return lines fixed in place

Supply line will connect to a braided line at this point 

At the rear, two braided lines will run up into the boot

Everything seemed to fit into place quite nicely and I was very pleased with the final result.

You may spot from the pictures that this blog post is a little outdated given that the engine and gearbox are now in place but for some reason, I just never got around to writing up this instalment.  In hindsight, I was bloody lucky that the locations I chose for the brake/fuel line mounts didn't clash with the transmission as there was no prior consideration of this in my planning!! (Although I did crush the nearside fuel line when installing the gearbox which required the purchase of some additional hardline and a re-bending exercise - luckily I had kept the piece of plywood with all the bend guidelines on!)

Engine & Gearbox Installation - Part 5 - Propshaft

The final major part of installing the engine and gearbox was to install the propshaft to connect the gearbox to the differential.

Most other builders have used Bailey Morris in St Neots, Cambridgeshire, to manufacture their custom units, and for once I decided to follow the herd.

I downloaded the order form from the Bailey Morris website, completed as many details as I could and emailed the form back with some photos to request a quote.  The guys at Bailey Morris had a couple of further questions for me and asked me to double-check the PCD measurement for the differential flange as clearly the original details I gave them were not something they were expecting (they were correct and when I measured it again I got a completely different answer - but one that did match the expectations of the experts!).

That done, they gave me a quote which I accepted, and all I had to do then was send my transmission yoke off to Bailey Morris so that they could attach it to one end of the propshaft.  I had a confirmation email that my yoke had arrived on Monday and I was amazed to have a new propshaft delivered to my door on the Friday of the same week!

Candidate for the world's shortest propshaft?

While I knew the propshaft was going to be short, when I unboxed it, it was even shorter than I imagined!  It looked like something that would be more at home between the Rover V8 and the Jag IRS of the Mighty Mouse Fiat 500 that was a regular at Santa Pod in the late 80s early 90s...

Of course installation of the propshaft, as with everything on this build, was anything but easy.

Before installation, I greased up the UJs with a lithium-based grease, as per Bailey Morris's instructions, until grease was squeezing out of all the seals on the UJ spiders.

I then slid the transmission yoke fully into the gearbox and tried to get the other end over the locating pin that was protruding from the centre of my differential input flange.  The guys at Bailey Morris did suggest I might have to just cut the end of this pin down slightly to get the prop in.  However, all seemed good, and I could get just get the flange on the propshaft over the end of the pin. But no further, unfortunately...

20mm diameter locating pin on differential input flange

So, not for the last time, I removed the propshaft and proceeded to sand all the paint off the locating pin with some emery paper.  This allowed the pin to seat slightly further into the flange when I reassembled the unit, but I still couldn't get the flange to slide very far onto the pin.

I had to resort to some gentle fettling of the hole in the propshaft flange with a grinding stone in my die grinder to just try and open the hole up fractionally to allow the pin to slide fully home.  This took a few attempts as I didn't want to open it up too much and make the fit too loose, but finally, I managed to get the flange to fully seat onto the pin and the differential input flange.

Propshaft in place

Then it was just a simple matter of getting the fixing bolts in place...

No matter to what position I turned the flange, I could find no orientation at which I could get an M12x35mm bolt into any of the holes (and the bolts were too long to insert from the differential side).

So I removed the prop shaft again; this allowed me to get one bolt in place (with some wiggling) but due to the position of the UJ there was no way I could get bolts into the other two holes from the prop shaft side.

I decided to order some M12 cap head bolts, hoping that the smaller head dimensions would allow for wriggle room to allow me to get the bolts in.  I made the mistake of reinstalling the prop shaft so when the bolts arrived I discovered that I still couldn't get the bolts in with the prop shaft in situ.

So out it came again and with some gentle persuasion from a soft-faced mallet, I managed to get the bolts into all three holes on the flange.  Then hopefully, for the final time, I reinstalled the prop shaft, lining up the bolts with the holes on the differential flange.  For once I had thought ahead and realising that I wasn't going to be able to install a bolt longer than 35mm in length and that the length of exposed thread was going to be quite short, I had ordered some thin Nyloc nuts at the same time as the cap head bolts.  For extra security I used some high strength threadlock on these nuts as well and, as I was unable to get a torque wrench onto the bolt heads, I tightened them up until my face went purple.

Bolts finally installed...

I rotated the propshaft a couple of times to make sure that the bolt heads didn't foul any of the parts of the UJ; it was close but there was clear air, so all good!