4g61t.org

I've got all new parts for anything even remotely related to oil, lol. I HATE a drippy car. My old Jetta ruined my driveway .

Grabbed a tube of grey RTV for the pan a while back too, before it got cold. I'm more used to gaskets though, so I expect I'll make a mess of the oil pan job. If it even leaks one drop, I'm bringing the car to HP Auto for Danny and Marty to fix. No patience for re-gooping something I've mis-gooped, lol.

I may try to get to it tonight, provided my back holds up. At least now it's back on the stand so I can just flip it over and do it the easy way.

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Early 2000's: 1992 Summit sedan - 14.1 @ 100.9mph w/ 155/80 13s
2012: 1989 Dodge Colt GT Turbo - 14.9 @ 100mph, 10psi/s16G

The previous owner of this car was a nightmare. In retrospect, I see why it was priced at 750.

I tackled the tranny tonight, and it was awful. 20+ years of oil sludge and clutch dust in the bellhousing. It was like the entire thing was plasti-dipped. It took a full can of engine degreaser and nearly two cans of brake cleaner to even make a dent in it. At least now I can touch the transmission without getting covered in crud.

Oil pan is on too, so the next step is the flywheel/clutch!

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Early 2000's: 1992 Summit sedan - 14.1 @ 100.9mph w/ 155/80 13s
2012: 1989 Dodge Colt GT Turbo - 14.9 @ 100mph, 10psi/s16G

Engine is going in on saturday, even if I have to roll the car outside and do the job in my boxers. Everything is assembled and ready to go, I just need one little hose clamp and I can get started.

It'll be FAR from done, but hey...at least this will be pic-worthy . Everyone hates build threads without pics.

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Early 2000's: 1992 Summit sedan - 14.1 @ 100.9mph w/ 155/80 13s
2012: 1989 Dodge Colt GT Turbo - 14.9 @ 100mph, 10psi/s16G

I hate myself. It was -7*C today, and sunny, so I left the garage door open to work. There was no warmth, just lots of light. I've had to use the snow blower three times since yesterday evening. The first one had drifts about 10" higher than the snowblower covering the entire driveway, the second and third were pretty close to even with the top. Hooray for Canadia.



The finished product:



The end of my driver's side axle (the equal length one) was mushroomed, so I had to cut off the end in order to get the nut to go on. Bit of a minor panic on that one. Outside of that, the install went smooth. I was only outside for a couple hours. Winter sucks.

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Early 2000's: 1992 Summit sedan - 14.1 @ 100.9mph w/ 155/80 13s
2012: 1989 Dodge Colt GT Turbo - 14.9 @ 100mph, 10psi/s16G

Someone hammered the end of that CV to get it out of the spindle. They collapse easily due to the holes for the cotter pin...

If hammering must be employed to remove a seized CV, it is best to leave the nut on the very end, prefereably turned around so as to not damage the cut-outs.

Well, there's no more cotter pin holes, lol.
The nut I put on it is an OEM Hyundai one, and it's slightly oval at the top, like a locking exhaust nut. It came in the tub of spare parts I got with the car so I figured I'd use it .

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Early 2000's: 1992 Summit sedan - 14.1 @ 100.9mph w/ 155/80 13s
2012: 1989 Dodge Colt GT Turbo - 14.9 @ 100mph, 10psi/s16G

I've had to use a CV that had the holes chopped off. The nut held fine. Honestly no different than running around without a cotter pin in your CV.

I wish I worked faster, lol. I move ridiculously slow through any project, to ensure I get each step correct before moving to the next. I can't move on until my chosen task is done either. Makes for a slow build, but I can be sure everything is done right the first time .

Started plugging stuff in last night. Yeah...fun. I've been around DSMs a long time, but have only built one Colt. It was a swap car, from a base model sedan, so I DEFINITELY should have labeled my Colt GTT wiring, lol. It wasn't so much what was there, it was what WASN'T there anymore, either from a deletion or the lack of it when the car was sold. It's all good now, and I can move on to repairing certain parts of the harness (coolant temp gauge wire, starter wire, power steering sender wire, oil pressure sender, etc). Some new grounds and powers, and the car will almost be ready to fire up .

Although I need to get a rad, since I gave mine away to a worthy cause . I need a smaller one anyway, since my FMIC is in the way of the fullsize rad.

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Early 2000's: 1992 Summit sedan - 14.1 @ 100.9mph w/ 155/80 13s
2012: 1989 Dodge Colt GT Turbo - 14.9 @ 100mph, 10psi/s16G

Currently my home-made fuel pressure gauge adapter is drying (JB welded it for good measure), hopefully it will be cured by the weekend. I drilled a hole in the top of the upper fuel banjo on the filter, and tapped it for 1/8NPT. Threaded an adapter into the hole, coated it all with JB, and will be coming home with a gauge tomorrow. I'm running a bosch FPR from an older VW, since I hate the stock one, and have no desire to get an adjustable one. Fuel overrun is a non-issue with these FPRs, since the inlet/outlet is huge, all the way through.

If all goes well, I will try to fire it up on the weekend, after I finish repairing some wiring.

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Early 2000's: 1992 Summit sedan - 14.1 @ 100.9mph w/ 155/80 13s
2012: 1989 Dodge Colt GT Turbo - 14.9 @ 100mph, 10psi/s16G

Bosch unit is a rising rate, ie 1 PSI per 1 lbs boost ? Bolt on to factory 1G rail ... 89 1.6T rail ? <- they are different from 90-94 DSM in length.

Not bolt on, but I'd rather not deal with the overrun/non-overrun issue of the stock FPR. I can tune out any issues once it's running .

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Early 2000's: 1992 Summit sedan - 14.1 @ 100.9mph w/ 155/80 13s
2012: 1989 Dodge Colt GT Turbo - 14.9 @ 100mph, 10psi/s16G

Took the day off, didn't feel like dealing with the BS.

The major electrical systems are all back online. The main neg-to-chassis-to-tranny cable has been redone in 2ga, and the positive-to-starter is now 4ga. I wanted to try out a neat hillbilly trick for making cable lugs that I saw on youtube, and it worked great. For 2ga, take some 1/2" copper tube, cut a little piece off, strip the cable exactly the same length as the piece of copper, slide the copper over the wire (helps to flare it a bit), flatten it with a hammer and then drill a hole in the end smile. WAAAAAAAAAAAY cheaper than buying crimp/solder lugs, and nothing beats copper as a connector!

I sat in the car for a minute or two, playing with all the switches, lol. I'm amazed everything still works, considering the state of the car when I got it

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Early 2000's: 1992 Summit sedan - 14.1 @ 100.9mph w/ 155/80 13s
2012: 1989 Dodge Colt GT Turbo - 14.9 @ 100mph, 10psi/s16G

Like this:



4ga wire, 3/8" copper tubing.

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Early 2000's: 1992 Summit sedan - 14.1 @ 100.9mph w/ 155/80 13s
2012: 1989 Dodge Colt GT Turbo - 14.9 @ 100mph, 10psi/s16G

That's a pretty cool idea.

Well, I don't have a rad, fans, or coolant...but the car could be ready to fire up this weekend .

All I have to do is get off my ass and finish the intake piping and install the crank pulley. I'm anxious to see if I can get it to run on the Evo 8 ECU, although I have the stocker ready to go just in case.

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Early 2000's: 1992 Summit sedan - 14.1 @ 100.9mph w/ 155/80 13s
2012: 1989 Dodge Colt GT Turbo - 14.9 @ 100mph, 10psi/s16G