Sloth

As some of you might know the AE86 is off the road now and I'm putting the Silvertop into a KE70 to be used on the track. I have a set of decent condition cloth seats (complete with map pockets!), the entire interior from the 70 and will have various other 70/86 bits that I'll be willing to get rid of. The AE86 tailgate and the 5k from the KE70 have already been dibs'd.

Last weekend we took the loom and driveshaft out of the AE86 and then removed the engine and gearbox. We found out that I'd cracked one of the engine mounts on the 86 :o In the end we decided to stop work on the KE70 and instead put our effort into the 20v powered shopping trolley! The engine is already mounted and it's got 18inch rims.... sweet!

Thanks dude, just about to post another update (once I get the pictures off the camera etc). It's all falling into place.

My 7k has about 50 cats at the rear

30..... maybe 40 rwkw? Seriously I'd guess 150-200kw if you spent lots and lots of time and money on it. (but as my sig states, it's just mere speculation). My 7k was worked and has twin SUs and only makes 58rwkw

I've been scouring the web and forums to try and find a definitive answer on the differences between the tailshafts. Anyone care to enlighten me :)

KE's have a cable clutch, AEs have a hydraulic. If you are putting a 4a engine (4ac, 4age, 4agte, 4agze etc) into a KE70 you will need the pedalbox etc from an AE71 (lots of posts on here about that sort of stuff). There are some differences between the drivelines of the two (KE70s have the K40 and K50 gearboxes etc wheres I think the AE have T50s?).

What's different about them? Is it just that the wagon shaft is one piece while the sedan is two? I ask because we are putting the sivertop, T50 and rear suspension from my old 86 into a KE70. We heard that to do that we would need the AE71 tailshaft to go from T50 to S series diff, but could keep the KE70 shaft if we were using the KE70 rear end. I've found someone locally with a one piece AE71 tailshaft from a wagan and was just wondering whether it would fit.

Step 2 - Sort out the Wiring This weekends task was to start getting things ready for the engine conversion. This included removing the ECU, Coilpack, radiator, battery and disconnecting the aircon and as much wiring as possible. We made sure to label all the wires as they were disconnected (hopefully we can put it all back together). Glove box out, with ECU removed Engine, complete with labels Radiator Jojo hard at work ECU and spark plug lead cover Coilpack Some of the disconnected wiring The KE70, eagerly awaiting it's new engine.

I think one of the reasons people place WTB ads in the wrong places is to get more exposure (as people probably don't check the WTB forums often). With that said though, as soon as I see a WTB in the for sale forums I get annoyed that the person has blatantly ignored the rules and don't even look at it.

+1 to NOS And a VTec sticker, that will add +5hp. I would also consider adding some neons. (If you are being serious though and this isn't an april fools joke, then my comments would be the same as blzbub, the 3k is a 30 year old engine that isn't really built for performance)

Yeah, that's another great bit of advice. You see a lot of sprinters going for around 7-9k, to build the same thing would easily cost 15-20k. A lot of people says building it is good cause you get to make it "how you want it", but for the cost it's just not worth it.

Biggest warning is that you will probably end up spending a lot on it. 86s are great, but the ADM models usually scream for some mods (which always end up being expensive as everyone has said). A piece of advice would be to enjoy it as it is for as long as you can, with the 4ac it is still a lot of fun. The problem with the 86s is that they are 25 years old, so even if you sink a lot of money into it it will never be quite as good as a "modern" "sports" car (which is why I suggest enjoying it for what it is instead of trying to make it something it isn't). After a while you won't be able to resist doing something to it, so I'd suggest starting small/cheap (new springs, tyres etc) as with most cars it's a case of diminishing returns (spend $100 on new springs and it will feel 100% better, spend $1000 on it will only feel 150% better). With all that said, they are great little cars!

I'm assuming that he means it's auto at the moment and he wants to go manual with the conversion (chucking an auto SR20 in a ke70 would be boring). I would assume so (as you need to when doing a 4A conversion to put in a hydraulic clutch).

Step 1 - Stripping the interior. Summary (thought I'd give a quick overview before the big spiel) Decisions made: Strip the car for track use (no rego). Out: Seats, Door cards, trim, carpet, spare tyre, dash. In: FTO Seat (from Sprinter). Injuries: Cut myself twice (once on some sharp plastic, once on a piece of glass). Profit: about 4 dollars in change found on the ground and under the carpet (Including 10 pence and 5 Argentinian Centavo). Issues found: A little bit of rust and water under the plastic strips along the door caused some of the paint to peel :(. Parts required: AE71 Pedal Box. Detailed Explanation and Pics The day started out with me and Jojo discussing whether or not to try and roadworthy and register the car. There was a lot to consider. Some of the events in Canberra (Motorkhana/Skid Pan) can only be attended by road registered cars. Having it road registered also makes it much easier to move around. On the other hand, getting it ready for registration would mean extra time and parts. It would also mean that once we drop the silvertop in we would need to get it engineered (to keep it legal). It also means that we might not be able to make certain modifications that we could make if it was a dedicated track car. In the end the decision was made to keep it as a track car and not bother registering it. The car was bought by the previous owner from auction as a repairable writeoff (and not re-registered) so that would mean extra scrutiny if we had tried to register it. While doing this we started up the 5k. The started motor on the 5k and battery are dead, so it took a little bit of time and patience to get it going, but once it had started it ran fine (only a little trouble warming up/idling). I then took some photos of the interior (mainly the seats) before we stripped it (hopefully there will be someone local interested in some decent condition cloth KE70 seats). While doing this we continued to exterminate the various creepy crawlies living in the car. One of the various spiders living in the car. Next we took out the seats. Putting them in the back of the AE86. And began taking out all the interior panels and dash. After a while all the panels were out. Next step was to take out the carpet. When we did this we found a whole heap of change (haven't totalled it up yet, but my guess would be around 4 or 5 dollars). This also included a 10 pence coin and 5 Argentinia Centavo. Once this was all done we removed two of the plastic strips from the side of the car. The first one came off fine, but while doing the door some paint peeled off. When we looked closer we could see it was actually wet there (water had pooled under the strip) and there were rust bubbles. We prepped this area with some fish oil. Hopefully there isn't too much of this elsewhere on the car. So far though there has been very little rust for a car this age (someone today said in reference to KE70s: "if they say the car has no rust they are either a fool or lying"). We then put the drivers seat from the sprinter (an FTO seat) in the car. We put the car back into it's temporary parking spot, and could notice the difference that the weight reduction had made to the ride height. New suspension etc should lower this greatly to something a little more suitable for a track car (note the potential new rim on the front). Overall it was quite a good day and we got a fair bit done. The next step is to track down an AE71 pedal box (as the KE70s have a cable clutch and the sprinter/silvertop uses a hydraulic setup. Hopefully this won't be too hard. The extractors on the silvertop are also cracked and will need to be repaired or replaced. The stock ram tubes on the silvertop are also cracked and will need to be replaced (probably with some aftermarket velocity stacks). It was a pretty tiring day, and buy the end we were pooped.

The CA vs SR debate gets a little religious. I've heard pros and cons for each side. I think out of the box the SRs make more power, but they both put out a decent amount with a little work you can get decent power out of either (and they'd both have a lot more power than what you currently have). My old housemate has a CAdet S13 and everyone is always telling him he should've got an SR. But with 228rwkw out of the CA he's not complaining.

(I'll give me usual 2 cents) Without knowing the specifics of what you'd need to for this particular conversion I'd say you'd be pushing right on the budget (and if you can't go anymore you'd hate to fall a couple of grand short). When I did Project Management at Uni one of the things that was discussed was that most projects run upto 20% over time/budget, I think this is something that holds true for software projects and car projects. It's probably best to work out the maximum that you can spend and then aim to spend less than that (if you only have 10, set your budget at 7 or 8), that way if you need extra cash you have a little bit of flex room. If you get to the end of the project and you haven't spent all the money then you've got some extra coin to splurge on some niceties (rims, tyres etc). The other thing you have to think about is wether you are going to get it engineered or not. I'm not sure what the laws and costs are over in NZ, but in Australia you need to get almost any modification engineered (technically even things like changing your rims can count as a modification) with an engineers certificate costing anywhere from $500-$1500. Also there are certain things that aren't legal (usually increasing the displacement by more than something like 30/40%??) so replacing a 1.2/1.3 with a 2l could be right on the limit.

What you need s a 2jz engine.... no shit! http://www.youtube.com/watch?v=xKXZT70gwNg Seriously though, I'm with Jono. The amount that it will cost to get the engine, get all the little bits and pieces, get it installed then get it engineered (I'm assuming) you are looking 10k+ If you are saving it means you won't be able to get it in for ages, so you may as well get something cheaper for now. A 5k seems like the standard sort of option, shouldn't be too hard to source (everyone always suggests them as an option, so they must be common, I actually have one sitting around) or expensive and relatively easy to install (I assume). I thought the 3ks were 1200cc and the 4ks were 1300ccs (well something like 1296 to be precise). I guess the other question is: what do u needz the mad pOWaA for? To rip sid skids bro? To be fully hectic and beat VLs in drags? To have the best dyno chart? To set better lap times around the track? Or just cause you want something that has a little more zip around town?

I'll probably be there for a little bit at some point doing my photo thing.

You are missing the .au you from the address, hehe. Went to go to the site and it took me to something dodgy :S

It's been an interesting experience. It's the only car I've ever owned where everything works! I'm quite happy with the two new cars.

Yeah, me too. The pictures make it look better than it is, but if you were to clean it up and spend an afternoon doing a cut an polish it would look awesome. So happy that I found it.

She's alive!! Jojo managed to get the 5k running (after some taps to the starter motor). The clutch is rooted, but it still just drives. Apparently the engine runs quite nicely. Plans The first step is to see what exactly I've bought. What works, what doesn't and what I will need to do to get it running (and eventually get the silvertop in). Next step is to look at getting it roadworthy/registered. This will give me the chance to take it on the skidpan and enter it in the local motorkhana (both of which require the car to be registered). I might even look at doing some hillclimbs with the 5k. When we are ready we will start prepping it for the track. This will involve stripping the interior (and anything else that isn't needed) and dropping in the silvertop and any other bits we can salvage from the 86. The Silvertop will also get a little bit of TLC at the point (probably getting some new extractors and a set of velocity stacks). Luckily several of the local rollaclub members have offered to help out (as I'm rather useless), these include: Jojo - "J Riftin" (who is graciously letting me use his house as a junk/storage yard and garage and has started hunting down what I'll need for the conversion), KENut (I'm pretty sure he offered...) and Seabiscuit. After that I'll start trying to get out to the Canberra hillclimbs and maybe attend a track/drift day here and there at Marulan and Wakefield. The overall goal though is just to have fun and enjoy myself!

The end of an epic journey Every thing has a beginning, a middle and an end; to think otherwise is just ignorant. Sadly the story of my AE86 ended a couple of weeks ago when it was involved in an accident (I don't want to continue reliving it over and over again, but essentially I swerved to avoid hitting a Kangaroo, but instead drove up a wall/embankment and rolled the car). I like to think that the sprinters last act was to make sure I wasn't hurt, walking away from the crash with a couple of small cuts and bruises. My 86 was a big part of my life, and while I knew it would not last forever, losing it so suddenly was a big blow to me and put me in a bit of a dark place. Luckily I had the support of family, friends and coworkers to help me move on. I'll post a couple of pictures of the carnage (though the ones I have don't really show the full extent) but I won't go into it too much (as I said I'm trying to keep moving forward and not dwell on the past). I'd like to thank everyone who has watched this build, commented, enjoyed the sprinter and given me encouragement. Even though the story came to a sad end, it's still been a great journey and given a lot of a good times and memories. Hopefully anyone reading this isn't put off by the way the story ended, but instead leaves with the motivation to get out and have fun with their own project, knowing that while there are bad times, there are also great times and we should pursue and cherish these. The next step As the sprinter was my sprinter was my daily I needed a new car to get me around. Luckily as soon as my boss found out I was carless he lent me his 2003 Forrester to drive until I got something sorted out (I've got a pretty good boss). I started looking around for something to do the job, but it was a hard task finding something to replace the 86, as everything pale in comparison. I wanted to get something that I liked, but I didn't really want to get a heavily modified car as a daily (as I thought it would probably be easier for registration and I wouldn't have to worry about dealing with someone else's problems and I learnt from the sprinter it's hard to balance having a car that can go to the track and something designed for the street) and couldn't justify spending the money on a brand new car/sportscar. I searched the local classifieds and carsales trying to find something that was sensible, that I would enjoy (and wouldn't feel depressed to drive every day). After a while I found a 1998 Audi A4 Quattro, but by the time I had organised to see it someone had already snatched it up. I was looking for a decent old Civic or something similar, but wasn't having a lot of luck. After a while I stumbled across a 1996 Integra. I called up the owner and organised to see it the next day. Within a couple of hours of him putting up the ad he had already got 3 calls. By the time I saw it the next day he had already got an offer, and said the car was mine if I paid the asking price. It was quite cheap and the paint on the roof and bonnet was a little faded, when I first saw it I thought it looked pretty cool but didn't look that great. Once I got past the fact that the paint was slightly faded I realised it was in pretty good condition (aside from a dinted passenger door), had brand new tyres, ran very well, had lots of features/extras (sub, stereo, power steering, power windows, airbag, sunroof, aircon, remote central locking and so on) and also had the fun/sporty feel. I decided that for the price ($1500) it wasn't a bad buy. Just after I agreed to buy it the owner got another 3 calls from people looking to buy it. As soon as I drove away in it I realised that it was a great car and I'd got an amazing bargin. The Sprinters Legacy Even having a great little daily, I still had that urge for a project and to get back onto the track. One of my friends suggested getting a KE70/AE70 and putting the Silvertop from the sprinter into it. After a bit of searching I managed to find one...... but that's a whole new story! To read about that you can go here: http://www.rollaclub.com/board/topic/49988-sloths-ke70-track-car/

(As with most of my ride forum posts you might want to grab a coffee/tea and settle in for a long one...) The Story As many of you know, I previously owned an 86 which had a 20 valve silvertop installed (http://www.rollaclub.com/board/topic/34331-sloths-ae86-project-car), unfortunately though, it was damaged beyond repair in an accident. Since the AE86 was my daily I needed something to get me around. I looked around for a while, as my previous daily was the 86 I wanted something else that was fun, something that I enjoyed driving (that wouldn't make me feel depressed as I drove to work every day). In the end I managed to find a purple 1996 Honda Integra GSi. I was cheap, the interior is in good condition, it came with a stereo and sub, was roadworthy and had that sporty feel to it (although it sadly isn't the VTec model). The Integra is a great little car, but at the end of the day it's not really something I'd take to the track (and it's FWD). I could modify it etc, but my heart wouldn't really be in it. As I had so much fun with 86 on the track and skidpan, I needed something to replace it for the track. To keep the spirit of the AE86 alive a friend suggested buying a KE70 and transplanting the Silvertop into it and making a dedicated track car. And so began my hunt for a KE70. I started checking carsales, allclassifieds, rollaclub etc every day for a decent condition KE70 at a decent price (around $1000). It was hard as most of the cheaper KE70s were covered in rust and any that were in good condition were too expensive (and most already had a decent engine conversion done already). I found some possible candidates online, but they were either not quite right, or in South Australia, Newcastle or god knows where (the Canberra car market can be quite bare). Then one night I got a message from a friend (KENut) who told me to take a look on allclassifieds at a KE70 that had just gone up. The car was a little more expensive than I was hoping (though I hoped to barter down the price a little), but looked in decent condition and was roadworthy. So I called up the owner and organised to take a look. Two days later I dropped by with another friend (J Riftin) to take a look at the car. It was in fairly good condition: the paint wasn't faded, it looked well maintained and had a stereo and clean interior. There was a little bit of rust around the rear wheel arches (still fairly good for the age) and one side had been fixed with bog. The bonnet was a little dinted in from a previous owners accident. Overall it wouldn't have been a bad first car for a P plater, but it was a little more expensive than I wanted to spend for a dedicated track car. It was probably worth around the asking price, but all the things that made it worth it (the decent paintwork, good interior well maintained engine) were things that weren't needed for my track build. I didn't really tell the owner I was just looking for a KE70 to gut for a track build (as I didn't want to seem like someone who was just going to destroy their car), but he clued on pretty quickly (the fact that J Riftin showed up in his track ready turbo 86 covered in stickers and we both seemed to know what were looking on the 70 was a bit of a giveaway). The owner told me that his brother was selling a KE70 that wasn't in as good condition, but would probably be much cheaper and a decent base for a track build as the body seemed ok and the engine wasn't running. So I called the owners brother and drove over to take a look at another KE70. When we got to the house where the second KE70 was located we were greeted by a driveway full of cars, each in slightly worse condition than the last. At the very back of the driveway was the KE70, looking like it was about to be engulfed by the garden. My first though was "It's red", my second thought was "that looks like shit". The paint was all faded (and some panels looked like they were different shades), it was covered in dirt and cobwebs and looked like it hadn't moved in ages. The owner went on to tell us that there were some problems with the clutch/gearbox and they couldn't really be bothered to fix it. We started to take a closer look at the car and were surprised to find that under all the dirt, cobwebs and faded paint the body was actually in decent condition. As with the previous KE there was a little spot rust around the rear wheel arches (but it hadn't gone all the way through like the first car). The panels were quite straight. The owner told us that the car started and drove, but because of the issues with the clutch it didn't drive very well. The rego had expired, but the last time it went for a roadworthy (around 2-3 years ago) it only failed on some fairly small things. I looked at the car and imagined what it would looked like with a wash and the interior removed and basically decided it was perfect for my track car. J Riftin had the same idea we exchanged some glances and words like "this is pretty good", trying not too seem too keen to the seller. To top it all off it even had a 5k in it (that it had been previously registered with). J Riftin the asked the owner how much he was looking for. The answer sealed the deal... $250. We tried to start it up, but the battery was dead. This then led to trying several different batteries the owner had and trying to jump start it with another car, all to no avail. So we decided the best option was to push it onto the street. This lead to a class "Castle" moment where the seller said something like: "I'll have to move the Pintarra so I can move the Magna and take out the Falcon". After playing musical cars and organising a cheap tow via a friend, we pushed the 70 onto the road and then got it towed back to J Riftins place. Once back a J Riftin's with all the other project cars we began looking over it and trying to start it, confident we'd picked up a good bargain and a great base for a project. We still couldn't start it, but almost got there a couple of times. We realised there was a spider, ants, mould/fungus and god knows how many other organisms living in the car; "You've got an entire eco-system in that car!" J Riftin commented. We realised the cloth seats inside weren't stock, but were in quite good condition. On the underside of the bonnet were two stickers, both for a 4A (not a 4k as the car had come with stock). "This car must've had some life" J Riftin commented (in reference to the installation of the 5k and AE7x bonnet) and we btoh smiled, knowing that it's real life was only just beginning. Pics!!! And one of the Integra just for good measure