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Thanks man, i dont the engine crane anymore but will be purchasing another one soon, will make sure to check it out for similar issues 🤟🤟🤟

@@patsundergroundcarsandkust3505 yeahh great 👍👍 anyway cool job.. working on ute.. not so much they modified a ute here

@@jokerroo Thank you, much appreciated 🤟🤟🤟Here in SA the ute is pretty popular, they make great power and weigh little in comparison to other cars

Engine is an A14s fitted with GA16DE pistons (giving the engine a compression ratio of 6.2:1), an A15 head with double valves springs (This will be upgraded with a ported head, bigger valves and RPM limit will be raised), custom intake, custom turbo manifold, initially the mounted turbo was a GT20 but later changed to a T25 Chinese turbo (Turbo will be upgraded to a GT28). Ignition was running distributor and coil but upgraded to crank angle sensor and coil pack due to pickup noise. Aftermarket engine management was a Dicktator STD but changed to Dicktator 60-2 with the crank angle sensor upgrade (Local South African aftermarket engine management). Exhaust was just a dump pipe on the GT20, but decided to put in a single muffler with T25 upgrade (This will also be redone when the intake is rebuilt [Busy working on a design, this could also mean a turbo manifold re-design] for better flow). Fuel system has been converted from carburetor to fuel injection is supplied via a lift pump that feeds a surge tank and the HP pump, the fuel pressure regulator is a stock E15et regulator (I had removed the aftermarket regulator due to inconsistent pressures), I plan upgrade this to a deadhead system [dependent on the intake design] with a better lift pump design (in tank), injectors are 440cc (42lb) (these will be upgraded to accommodate the increased air flow, dependent on injector duty cycle during tuning), throttle is the stock E15et throttle (this will also be changed to a throttle with motorized idle control). Camshaft installed was a N/A 300 degree cam, this was later changed back to the stock cam as the low compression and valve overlap caused overheating issues and little to no turbo spool (this will changed to something that will support the air flow upgrades without sacrificing turbo spool). Cooling system is a stock radiator (Which will be upgraded to accommodate the manifold design changes) and modified Renault intercooler (Hot side and cold side piping might need to change). Gearbox is still the stock 56 series 5 speed (Which is noisy, this will be upgraded with a BMW gearbox). Differential is a stock locked differential (plan on changing it with something similar that has an LSD or a switchable lock). Front suspension has uprated springs, rear there was an additional leaf spring added on the drivers side to prevent tail sliding during launching and shifting, slappers bar components have been made to be installed (although a 4 link will be done when the differential is upgraded). Chassis there was just rust repair done, no specific upgrades/reinforcement done as yet

Made me so happy seeing this is a recent and ongoing build... what brakes are those up fromt

I had stripped the first generation drum struts, modified an older generation Volvo brake disc with the same PCD to fit and then used Toyota Quantum calipers

Currently using the stock cam and a t25 turbo

I went with GA16DE pistons, wrist pin and bore specs are the same as the A14, but drastically drops the compression ratio

@patsundergroundcarsandkust3505 is there a high compression type piston as well? I'm building a N/A A14. Have regrind 300° cam, gx head ported and flowed and su carbs. Later on I plan to turbocharge( i have another A14 that I'm building to turbocharge) also what clutch are you using?

Ive heard the tarzan mazda flat tops fit and add compression - i had the flywheel modded to take a SR20 215mm clutch, saves me from using a copper button (more maintenance) and gives proper grip while keeping streetability

My e36 was intially a 325i but as i worked on it, found it had a LSD. If i had to do the swap again i would keep the LSD, i would upgrade the LSD clutches and do the rear subframe reinforcement - The LSD clutches was the only failure experienced, the 1uz nor 3uz killed the e36 gearbox or the rear end

What oil pan did you use?

@@jauharabdulkader8496 it was a custom rear steel oil pan and pick up tube, had to redo it with the 3uz swap as the pick up kept sucking to the bottom of the oil pan - cost me a motor 🤣🤣🤣

It was a regrinded 1400 cam, duration was 300°, was better suited to a N/A application, so with the valve overlap the turbo wasnt spooling and timing was a mission causing overheating issues

Not to mention, me being completely blind and not noticing them 🤣🤣🤣

Lol i think we all have the idea what its trying to say 🤣🤣🤣 but will be pumping in more boost and once it fails do a transmission swap