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Thread: The Holset he341 3.0L

  1. #1
    Supporting Member Turbo Mopar Contributor Ondonti's Avatar
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    The Holset he341 3.0L

    Edit, Here she is.







    --------------------------------------
    Build process
    Dodge Spirit, daily driver.
    This motor had some problems its whole life. I had the motor delivered with 148,000 miles from a wrecking yard in Jan 2006. I actually put my old turbo setup on this motor for a few days but I put a stock clutch in (took the good stuff from the car) and the clutch wouldn't do anything but slip. Something has always been wrong with the headgasket. Always suffered from constant rusting red coolant with massive amounts of deposits.
    It also had a burned exhaust valve all along (that kept getting worse).

    After years of mercilous beating, the final blow was two 1000 mile trips towing my Duster and then my Starlet. Blew out the headgasket between 2 cylinders. I only found out because it had a strange exhaust note after the last tow (probably part raw fuel from the burned exhaust valve and part headgasket).
    Along the trip, the coolant crossover pipe sprung a leak spraying blood red coolant everywhere. Best part of the trip was when 90 miles from home the steel starter ring insert broke loosed from the Fidanza aluminum flywheel (welded it back in place).

    Taking the rotating assembly from this terrible block and putting it in the block that I ran 11's in 2009 with. I already stole the crankshaft from that block.
    Honing the block and installing 91.1mm Chrome Power Seal rings with maybe an 18 top gap and ~21ish 2nd gap (not sure yet).

    Then taking the stock cylinder heads that I put on my duster and have the mechanical rockers installed in with big regrind. Proceed to stealing all the turbo setup parts from the Duster except the turbo. Install RRRFPR that I no longer use in the Spirit.

    Free Holset HE341 from a coworder who went to watch me run 11's in 2009. I need to modify the downpipe to go from 4" into the 3" downpipe. This downpipe was originally for my Spirit.
    Going to go with http://www.innovatemotorsports.com/products/MTXL.php Innovated MTX-L wideband. I also found a 2.5 bar wastegate spring, and also another spring meant for Semi Trailer brakes but the right diameter so I might try using that for fun (probably won't allow more then 1 psi boost). I might want to run 87 octane for awhile driving to work. Not going to have the wideband installed for who knows how long so that will give me some safety cushion.

    The reason why the Duster is losing its parts... 2012.












    ---------- Post added at 06:10 AM ---------- Previous post was at 06:06 AM ----------

    [/COLOR]This is the original 3.0 turbo setup that I built. The air filter is was just temporary and the picture were taken by a friend and sent to me later on because I never remembered to take pics.

    The car was much happier back then. No rust and it had paint. Stupid Utah sun and salt killed the car.




    Last edited by Ondonti; 05-11-2011 at 02:05 AM.
    Brent
    GREAT DEPRESSION RACING
    1992 Duster 3.0 The Junkyard- Now - Megasquirt II/Extra. OEM 10:1 3.0 + funny business
    - Old - 11.5@125 22psi $90 Stock 3.0 Junk Motor - 516whp 519wtq 20psi 91 oct built 3.0 stock n/a computer
    1994 Spirit 3.0 - 12.3@113 15 psi - Daily Holset He341 280whp 304ft/lb @10psi
    1994 Spirit 3.0 a670 - Wife's - Disassembled
    1990 Spirit 3.0 E.S. 41TE
    1993 Spirit 3.0 E.S. 41TE
    1994 Duster 3.0 A543
    1990 Lebaron Coupe 2.2 TII non IC, T1 31TH
    1981 Starlet KP61 Potential driver, 1981 Starlet KP61 Parts, 1983 Starlet KP61 Drag
    1998 Dodge 12v Cummins 47re 4x4 4dr longbed. No fuel plate. Mack plug, AFC & Spring mods. Boost elbow.

  2. #2
    Moderator Turbo Mopar Staff Vigo's Avatar
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    Re: The Holset

    So no intercooler at first? what injectors?

    Dont push the red button.You hear me?

  3. #3
    Supporting Member Turbo Mopar Contributor Ondonti's Avatar
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    Re: The Holset

    The intercooler in the original turbo setup went to the Duster, its going back to the Spirit. 30# ford injectors going into the Spirit. Duster will keep the Ford 47# injectors but they are currently maxed out on 50psi base pressure at only 14psi. I think the 47# injectors are flawed because they seem to have poor control at low duty cycle. They are injectors that were modified by a fuel injector shop. Probably originally 30# injectors. They might be okay for an n/a vehicle that consumes more fuel at idle compared to its peak hp but a boosted vehicle needs a wider usable range of pulsewidths from its injectors
    It sucks being out of fuel up top and having a hard time with idle enrichment. At least with the RRR setup I could run super low base fuel pressure (less fuel at idle) and super high pressure up top (more hp from the same injectors). If I run super high base fuel pressure to make more power, Idle will get more difficult.

    Big camshafts also necessitate the need for a precise injector.
    Brent
    GREAT DEPRESSION RACING
    1992 Duster 3.0 The Junkyard- Now - Megasquirt II/Extra. OEM 10:1 3.0 + funny business
    - Old - 11.5@125 22psi $90 Stock 3.0 Junk Motor - 516whp 519wtq 20psi 91 oct built 3.0 stock n/a computer
    1994 Spirit 3.0 - 12.3@113 15 psi - Daily Holset He341 280whp 304ft/lb @10psi
    1994 Spirit 3.0 a670 - Wife's - Disassembled
    1990 Spirit 3.0 E.S. 41TE
    1993 Spirit 3.0 E.S. 41TE
    1994 Duster 3.0 A543
    1990 Lebaron Coupe 2.2 TII non IC, T1 31TH
    1981 Starlet KP61 Potential driver, 1981 Starlet KP61 Parts, 1983 Starlet KP61 Drag
    1998 Dodge 12v Cummins 47re 4x4 4dr longbed. No fuel plate. Mack plug, AFC & Spring mods. Boost elbow.

  4. #4
    Supporting Member Turbo Mopar Contributor Ondonti's Avatar
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    Re: The Holset

    I took the motor apart completely. It was a bit of a pain to get the timing gear off because I slightly mushroomed the tip of the crankshaft. I tried to use sandpaper because I didn't want to get the dremel. After 1.5 hours of being pissed I spent 2 minutes with the dremel and got it off :P

    The oil rings are all oil sludge seized into the piston. I found no trace of the cylinder to cylinder leak I thought I had. I don't really understand why. the headgasket was pristine between #2 and #4. I can't explain the air I felt that only went from #4 to #2 when dong a leakdown.

    #1, my highest compression cylinder, had a tiny failure in the fire ring which had been contaminating my coolant but not causing any noticeable problems. Been going on since I got that motor in January 2006. Never even overheated when towing. The headgasket looked almost perfect except a little gap in the composite between the fire ring and a coolant passage. It was actually between layers of composite and not touching either the head or the block. Just enough to give some hydrocarbon contamination.

    Right now I have decided the block looks really good so I will use it instead of my spare block which is in unknown condition.
    Not a single scuff in the cylinders. Its obvious the motor had a few long oil changes but when I had the motor delivered to my house the spark plugs were worn out until they had .075" gaps. Knocked a huge pile of rust powder from the block.



    Pretty terrible looking pistons. Rings not happy. I am betting the seized up oil rings don't help.



    [COLOR="Silver"]
    Last edited by Ondonti; 05-11-2011 at 02:06 AM.
    Brent
    GREAT DEPRESSION RACING
    1992 Duster 3.0 The Junkyard- Now - Megasquirt II/Extra. OEM 10:1 3.0 + funny business
    - Old - 11.5@125 22psi $90 Stock 3.0 Junk Motor - 516whp 519wtq 20psi 91 oct built 3.0 stock n/a computer
    1994 Spirit 3.0 - 12.3@113 15 psi - Daily Holset He341 280whp 304ft/lb @10psi
    1994 Spirit 3.0 a670 - Wife's - Disassembled
    1990 Spirit 3.0 E.S. 41TE
    1993 Spirit 3.0 E.S. 41TE
    1994 Duster 3.0 A543
    1990 Lebaron Coupe 2.2 TII non IC, T1 31TH
    1981 Starlet KP61 Potential driver, 1981 Starlet KP61 Parts, 1983 Starlet KP61 Drag
    1998 Dodge 12v Cummins 47re 4x4 4dr longbed. No fuel plate. Mack plug, AFC & Spring mods. Boost elbow.

  5. #5
    Supporting Member Turbo Mopar Contributor Ondonti's Avatar
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    Re: The Holset

    Deglazed the cylinders and it became apparent that water sat in the cylinder with the bad spot in the headgasket. Not going to have a perfect cylinder there but I am over it :P
    I guess 5 years was long enough for that bad spot in the headgasket. Finally started leaking back into the cylinder.
    Brent
    GREAT DEPRESSION RACING
    1992 Duster 3.0 The Junkyard- Now - Megasquirt II/Extra. OEM 10:1 3.0 + funny business
    - Old - 11.5@125 22psi $90 Stock 3.0 Junk Motor - 516whp 519wtq 20psi 91 oct built 3.0 stock n/a computer
    1994 Spirit 3.0 - 12.3@113 15 psi - Daily Holset He341 280whp 304ft/lb @10psi
    1994 Spirit 3.0 a670 - Wife's - Disassembled
    1990 Spirit 3.0 E.S. 41TE
    1993 Spirit 3.0 E.S. 41TE
    1994 Duster 3.0 A543
    1990 Lebaron Coupe 2.2 TII non IC, T1 31TH
    1981 Starlet KP61 Potential driver, 1981 Starlet KP61 Parts, 1983 Starlet KP61 Drag
    1998 Dodge 12v Cummins 47re 4x4 4dr longbed. No fuel plate. Mack plug, AFC & Spring mods. Boost elbow.

  6. #6
    Buy my stuff!!!!!!!!!!! :O) Turbo Mopar Vendor turbovanman²'s Avatar
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    Re: The Holset

    Quote Originally Posted by Ondonti View Post

    The oil rings are all oil sludge seized into the piston. I found no trace of the cylinder to cylinder leak I thought I had. I don't really understand why. the headgasket was pristine between #2 and #4. I can't explain the air I felt that only went from #4 to #2 when dong a leakdown.
    Leaking valves will do that.

    Looks like a fun project, the HE341 looks right at home,
    1989 FWD Turbo Caravan-2.5 TIII, GT35R, auto, a/c, cruise, pwr windows/locks, fully loaded with interior and ran with full exhaust. RETIRED FOR A FEW YEARS! 12.57@104 :O)
    1984 Chev Getaway van, 6.2 Diesel with a remote mounted turbo setup burning WMO-For sale.
    2003 GSW 2.0L TDI, auto, fully loaded, modified, 360K-wife's.
    2004 GSW TDI, 5 speed, fully loaded, modified.

    Aurora ignition wires for sale. Link to info

    Super60 roller cams or custom/billet cams. Link to info

  7. #7
    Supporting Member Turbo Mopar Contributor Ondonti's Avatar
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    Re: The Holset

    I think the he341 will be a hoot with stock heads and the 278 cams. Those cams and stock heads still seemed like they would pull down a 120mph pass on 14psi based on roll racing.
    The he341 will make less power per psi but I am wondering if I might see full boost at 3000 or earlier. No idea what to expect. I made 5 pounds at 3100-3200 rpms but then 20 was reached around 4000. Would be cool to see 1psi at 1500 rpms and 5psi at 2400ish. Really cool.
    If anything, it will be killer for towing. I hate hills in 5th gear. Even slight inclines suck thanks to the 3.50 gears in that car and oversize tires.

    Interested to see how it will compare to the original k27 ebay turbo setup. That had a large turbine but the tune was 9:1 AFR with too much timing when I hit the track.

    I have a spring from a tractor trailer S cam brake part kit that I think will give me about 1psi boost. Going to run that for awhile with 87 octane
    Maybe hit the races if I get moved to Days.
    Brent
    GREAT DEPRESSION RACING
    1992 Duster 3.0 The Junkyard- Now - Megasquirt II/Extra. OEM 10:1 3.0 + funny business
    - Old - 11.5@125 22psi $90 Stock 3.0 Junk Motor - 516whp 519wtq 20psi 91 oct built 3.0 stock n/a computer
    1994 Spirit 3.0 - 12.3@113 15 psi - Daily Holset He341 280whp 304ft/lb @10psi
    1994 Spirit 3.0 a670 - Wife's - Disassembled
    1990 Spirit 3.0 E.S. 41TE
    1993 Spirit 3.0 E.S. 41TE
    1994 Duster 3.0 A543
    1990 Lebaron Coupe 2.2 TII non IC, T1 31TH
    1981 Starlet KP61 Potential driver, 1981 Starlet KP61 Parts, 1983 Starlet KP61 Drag
    1998 Dodge 12v Cummins 47re 4x4 4dr longbed. No fuel plate. Mack plug, AFC & Spring mods. Boost elbow.

  8. #8
    Buy my stuff!!!!!!!!!!! :O) Turbo Mopar Vendor turbovanman²'s Avatar
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    Re: The Holset

    Can't wait to see, I need a turbo for my 4.3 so this will give me a good idea how it will do.
    1989 FWD Turbo Caravan-2.5 TIII, GT35R, auto, a/c, cruise, pwr windows/locks, fully loaded with interior and ran with full exhaust. RETIRED FOR A FEW YEARS! 12.57@104 :O)
    1984 Chev Getaway van, 6.2 Diesel with a remote mounted turbo setup burning WMO-For sale.
    2003 GSW 2.0L TDI, auto, fully loaded, modified, 360K-wife's.
    2004 GSW TDI, 5 speed, fully loaded, modified.

    Aurora ignition wires for sale. Link to info

    Super60 roller cams or custom/billet cams. Link to info

  9. #9
    Supporting Member Turbo Mopar Contributor Ondonti's Avatar
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    Re: The Holset

    Well after finishing prepping the pistons (way too much work into them, should have bought new ones, I also drilled out the oil holes to near 3mm), I decided to measure the rings (already measured one before i broke them into pieces to clean the piston lands).

    Well original compression tests were something like this (exact numbers on TD but I don't go there and not sure where the original piece of paper is.
    #1 175
    #2 168
    #3 165
    #4 163
    #5 133
    #6 126

    Ring Gaps: might have gotten mixed up but should be correct. They were just stacked in order of piston removal, and I think i removed from #6 to #1. I know #6 was first but I can't guarantee the rest.

    Yes, they are freakin huge. I don't understand why.
    #1 .027 top .023 2nd
    #2 .029 top .025 2nd
    #3 .032 top .024 2nd
    #4 .025 top .022 2nd
    #5 .026 top .021 2nd
    #6 .031 top .020 2nd
    Interesting note is that the front bank 1 3 5 are not the exact same casting of piston as 2 4 6. One bank is rougher on top then the other (including rougher #'s and direction indicator) AND has different baffles in the oil control rings. Rings gaps are consistent front to rear.

    Motor has about 165k miles and all I did was deglaze the cylinders. I didn't even remove discolorations in the cylinders.

    The shortblock that I took apart and regapped for the Duster was a Mitsubishi 10:1 motor from a Diamante, and the ring gaps were much smaller, plus the 2nd gap was larger then the top, which is not OEM spec for the 8.85/8.9:1 shortblock but nowadays is how all good shops gap their rings.
    I gapped the duster .024 top and .030 2nd to avoid shattering the top ring and prevent pressure buildup between top and 2nd ringgs. Since the motor had 190,000 miles and I did not replace anything or even deglaze, I figured the top rings would leak a little more then their gap would indicate.
    The top rings in the Diamante shortblock were between .011" and .019" and the 2nd rings were .021-.024" or so. That .011" gapped piston would have blown to crap if I tried to run much boost.

    I have a nice bore gauge....but no idea where it is. I have some junk rings I can try fitting this week to see how they compare.

    The new Sealed Power chrome rings before filing are top .017" and .015" 2nd in cylinder #5.
    I Am not sure if i want to gap .020 or .022 for these rings top and then .004 bigger on the 2nd rings.
    The 8.9:1 pistons are the worst pistons for boost because they have the huge intake valve relief and a higher top ring land which weakens crown in that area (breaks off when the rings butt).
    Considering that I couldn't get the rings to butt on 18 pounds of boost on the 67mm turbo with a .024" gap, .020" might be okay with a little holset, but the holset also might pump more heat into the engine then the pt6765.
    .022 is a big gap but I don't want to find weaknesses on my daily

    Maybe I will see what those junk rings from some old broken pistons gap at in these cylinders. That motor broke 5 out of 6 pistons (not all at the same time) in 2005 so it might be nice to analyze the ring gaps. One piston which SHOULD have blown did not (middle front bank, massive reversion there on that stupid stock front manifold). Good chance that was because that shortblock had 1 big gap piston and then 5 smaller gaps, and maybe the first 3 that blew were the smallest.

    The thing is that the E85 stock shortblock didn't lose a ringland until I O ringed the heads and ran 22psi on slicks at the track and leaned out. Original motor that blew had the timing messed up and advanced 12 degrees...

    I would like to run the smaller top ring gap because the cams are already gonna wreck my mileage.

    If the gaps were really that bad, and the rings seat properly, I think she will pick up quite a few hp n/a. I think this makes sense why the motor had a lot of blow bye. It consumed oil (probably thanks to the seized oil rings) and pushed oil out of the breather and other places. Burned oil very badly with synthetic. I do think I am gonna make more power then I was planning depending what I have in the tank.

    I got my Washington State registration all taken care of and 278's will not be a problem in the daily
    I really really wonder how a stock motor with 67mm will compare to stock motor with the 278's and smaller holset turbo...The holset really isn't that small and at 5-16 pounds of boost I don't know how much of a difference it will make. The 278's worked great on stock heads with megasquirt. Holset might be nice as it probably won't move the powerband so far to the right and its higher backpressure should cause less leaning out up top on an OEM n/a ecu.

    The Duster went 11.99@117mph at 4400 feet on 16 pounds E85 and bone stock longblock n/a ecu, no alky injection turned on, so the heavier Holset Spirit could do ??? Woot sea level. Then I get to start on Junkyard 2.0.
    Last edited by Ondonti; 04-03-2011 at 06:28 AM.
    Brent
    GREAT DEPRESSION RACING
    1992 Duster 3.0 The Junkyard- Now - Megasquirt II/Extra. OEM 10:1 3.0 + funny business
    - Old - 11.5@125 22psi $90 Stock 3.0 Junk Motor - 516whp 519wtq 20psi 91 oct built 3.0 stock n/a computer
    1994 Spirit 3.0 - 12.3@113 15 psi - Daily Holset He341 280whp 304ft/lb @10psi
    1994 Spirit 3.0 a670 - Wife's - Disassembled
    1990 Spirit 3.0 E.S. 41TE
    1993 Spirit 3.0 E.S. 41TE
    1994 Duster 3.0 A543
    1990 Lebaron Coupe 2.2 TII non IC, T1 31TH
    1981 Starlet KP61 Potential driver, 1981 Starlet KP61 Parts, 1983 Starlet KP61 Drag
    1998 Dodge 12v Cummins 47re 4x4 4dr longbed. No fuel plate. Mack plug, AFC & Spring mods. Boost elbow.

  10. #10
    Moderator Turbo Mopar Staff Vigo's Avatar
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    Re: The Holset

    Are the 8.9:1 pistons the ones that came in all of them up to ~96?

    I doubt the difference between the holset and the bigger turbo will be significant at low boost, like you said.

    How bad of an mpg hit are you expecting to take from the cams? I dont know that ring sealing has that drastic an effect on MPG. Ive seen cars that had massive blowby still get roughly the same mileage as new.

    Dont push the red button.You hear me?

  11. #11
    Supporting Member Turbo Mopar Contributor Ondonti's Avatar
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    Re: The Holset

    I don't really know anything about it in regards to mpg. I think the issue is that a decent amount of blowbye is a LOT when it comes to your breathing system but not enough to notice at the gas pump. The Duster always got decent mileage until I switched to E85. That was with the 1.6:1 rockers. With 1.5:1 rockers the cams are actually at 278 (my 278 cams were a lot bigger then 278 because the cam guy thought OEM ratio was 1.5). The Spirit weighs a lot more so I think city driving would show the biggest hit. Slower freeway speeds in Seattle will also drop RPMs in 5th gear possibly hurting economy by dropping out of the happy torque zone.

    8.9:1 is a 1992+ piston, and I dont believe the myth about 1996+ 9.3:1 pistons or whatever because I bought one and the pistons were the same.
    Original 3.0 pistons are 8.85:1, and have a lower 2nd ring so with the proper gap they should be better for boost. With OEM gaps, you never know what you have in your darn motor.

    The 3.8L Taurus I have been driving is getting 17mpg to and from work with a very very light foot. Surely I can beat that. I might cheat a bit with the narrowband switchover point after I get some baseline MPG numbers.
    Brent
    GREAT DEPRESSION RACING
    1992 Duster 3.0 The Junkyard- Now - Megasquirt II/Extra. OEM 10:1 3.0 + funny business
    - Old - 11.5@125 22psi $90 Stock 3.0 Junk Motor - 516whp 519wtq 20psi 91 oct built 3.0 stock n/a computer
    1994 Spirit 3.0 - 12.3@113 15 psi - Daily Holset He341 280whp 304ft/lb @10psi
    1994 Spirit 3.0 a670 - Wife's - Disassembled
    1990 Spirit 3.0 E.S. 41TE
    1993 Spirit 3.0 E.S. 41TE
    1994 Duster 3.0 A543
    1990 Lebaron Coupe 2.2 TII non IC, T1 31TH
    1981 Starlet KP61 Potential driver, 1981 Starlet KP61 Parts, 1983 Starlet KP61 Drag
    1998 Dodge 12v Cummins 47re 4x4 4dr longbed. No fuel plate. Mack plug, AFC & Spring mods. Boost elbow.

  12. #12
    Moderator Turbo Mopar Staff Vigo's Avatar
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    Re: The Holset

    Sounds like a plan.

    I remembered something about you explaining that 96+ being the same piston before, but i guess it didnt stick. I have an 89 and a 95 shortblock sitting right next to each other, i should see what i can see..

    Beating 17mpg in the spirit will be as easy as NOT idling through an entire tank of gas without moving.. that's atrocious!
    Last edited by Vigo; 04-04-2011 at 01:08 AM.

    Dont push the red button.You hear me?

  13. #13
    Supporting Member Turbo Mopar Contributor Ondonti's Avatar
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    Re: The Holset he341 3.0L

    My dad's 2009 Rolla only gets 22mpg because his commute is about 3 miles to the park and ride. My trip is 10 miles and half of that is freeway/divided highway. I really don't agree with warmup enrichment and how it wastes so much fuel. There should be a "short trip" button on cars.

    Megasquirt warmup enrichment is very very conservative as far as time goes. My warmup enrichment on the duster is really bad right now.

    I am gonna go with .020" top ring and .022" 2nd ring (maybe .024")


    Edit:
    Buying this. Filing by hand is not so fun.
    http://www.summitracing.com/parts/SME-906000/


    And I think I am gonna gap .022 and .026 just to be safe. Gasoline is gonna run hotter then Ethanol so I can't assume .024 is indestructable on gasoline.
    Last edited by Ondonti; 04-05-2011 at 09:26 AM.
    Brent
    GREAT DEPRESSION RACING
    1992 Duster 3.0 The Junkyard- Now - Megasquirt II/Extra. OEM 10:1 3.0 + funny business
    - Old - 11.5@125 22psi $90 Stock 3.0 Junk Motor - 516whp 519wtq 20psi 91 oct built 3.0 stock n/a computer
    1994 Spirit 3.0 - 12.3@113 15 psi - Daily Holset He341 280whp 304ft/lb @10psi
    1994 Spirit 3.0 a670 - Wife's - Disassembled
    1990 Spirit 3.0 E.S. 41TE
    1993 Spirit 3.0 E.S. 41TE
    1994 Duster 3.0 A543
    1990 Lebaron Coupe 2.2 TII non IC, T1 31TH
    1981 Starlet KP61 Potential driver, 1981 Starlet KP61 Parts, 1983 Starlet KP61 Drag
    1998 Dodge 12v Cummins 47re 4x4 4dr longbed. No fuel plate. Mack plug, AFC & Spring mods. Boost elbow.

  14. #14
    Moderator Turbo Mopar Staff Vigo's Avatar
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    Re: The Holset he341 3.0L

    Yikes, that thing looks expensive for how simple it is.

    Dont push the red button.You hear me?

  15. #15
    Supporting Member Turbo Mopar Contributor Ondonti's Avatar
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    Re: The Holset he341 3.0L

    The diamond cutting disc is $23 to replace.
    Brent
    GREAT DEPRESSION RACING
    1992 Duster 3.0 The Junkyard- Now - Megasquirt II/Extra. OEM 10:1 3.0 + funny business
    - Old - 11.5@125 22psi $90 Stock 3.0 Junk Motor - 516whp 519wtq 20psi 91 oct built 3.0 stock n/a computer
    1994 Spirit 3.0 - 12.3@113 15 psi - Daily Holset He341 280whp 304ft/lb @10psi
    1994 Spirit 3.0 a670 - Wife's - Disassembled
    1990 Spirit 3.0 E.S. 41TE
    1993 Spirit 3.0 E.S. 41TE
    1994 Duster 3.0 A543
    1990 Lebaron Coupe 2.2 TII non IC, T1 31TH
    1981 Starlet KP61 Potential driver, 1981 Starlet KP61 Parts, 1983 Starlet KP61 Drag
    1998 Dodge 12v Cummins 47re 4x4 4dr longbed. No fuel plate. Mack plug, AFC & Spring mods. Boost elbow.

  16. #16
    Supporting Member Turbo Mopar Contributor Ondonti's Avatar
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    Re: The Holset he341 3.0L

    Pistons looked like crap. I probably should just have purchased new pistons. Cleaning the ring lands really sucked. They end up looking very decent.




    You can see the weird oil ring differences. Different from top to bottom, but both styles were still coked up and seized.




    The oil holes were clogged with coked oil so I oversized them. I did the same thing on the 10:1 pistons in the duster.





    Pistons prepped and ready for new rings. I used a really light sandpaper on the outside and then a bit rougher on top then smoothed that out. The only real important cleaning was the ringlands, and they were very difficult to clean because of the corrosion/burned oil or whatever it was clogging everything up. The stuff i scraped out almost looked like iron oxide rust.


    ---------- Post added at 05:12 AM ---------- Previous post was at 05:02 AM ----------

    The ring grinder worked great. Made filing a lot less nervy. I would watch the pile of shavings grow on top of the ring to judge how much I was removing, get it close, then install and remove after light grinding to get it perfect.
    I think it was good money for what it did, how it looks, etc. I spent 161 dollars shipping some documents overseas 2 weeks ago so $99 dollars for something I get to keep = sweet. :P I just wish my bore gauge had not gone missing, so it feels like a lot more money disappeared.

    .022" top Chrome
    .026" 2nd, on ALL pistons. When I have done some by hand with a normal file, it’s hard to be consistent.

    View of the diamond cutter. Made in the USA.

    Non cutting side of the wheel


    To level the rings, I used the one surviving pistons from my original turbo setup that was also used by Venolia to make my forged pistons (they scratched in x and y scales through the middle and scanned the top of the piston so they could cnc the OEM dish instead of having a crap circle dish). Oh, memories. Funny I have gotten use out of the surviving piston.





    Last check on a .022” top ring.

    Rings gapped


    Time to put the crankshaft back in.

    Moly lubed.
    Brent
    GREAT DEPRESSION RACING
    1992 Duster 3.0 The Junkyard- Now - Megasquirt II/Extra. OEM 10:1 3.0 + funny business
    - Old - 11.5@125 22psi $90 Stock 3.0 Junk Motor - 516whp 519wtq 20psi 91 oct built 3.0 stock n/a computer
    1994 Spirit 3.0 - 12.3@113 15 psi - Daily Holset He341 280whp 304ft/lb @10psi
    1994 Spirit 3.0 a670 - Wife's - Disassembled
    1990 Spirit 3.0 E.S. 41TE
    1993 Spirit 3.0 E.S. 41TE
    1994 Duster 3.0 A543
    1990 Lebaron Coupe 2.2 TII non IC, T1 31TH
    1981 Starlet KP61 Potential driver, 1981 Starlet KP61 Parts, 1983 Starlet KP61 Drag
    1998 Dodge 12v Cummins 47re 4x4 4dr longbed. No fuel plate. Mack plug, AFC & Spring mods. Boost elbow.

  17. #17
    Supporting Member Turbo Mopar Contributor Ondonti's Avatar
    Join Date
    Dec 2005
    Location
    Seattle
    Posts
    7,025

    Re: The Holset he341 3.0L

    Main Girdle Install

    New vs Old Oil rings

    Interesting wire setup on the oil ring.

    Pistons reringed and good to go.




    The girdle makes installing rod caps more difficult.




    I went to 70 ft/lb instead of OEM 60# on the mains. The Duster has 1G DSM headbolts torqued to 90 or 95 ft/lb that also engage about 3mm deeper into the block. Not a real big deal to do this. I might have rather done 80 ft/lb but I don’t plan on detonating this thing hard. Also not sure what these bolts can take. I have 3 different versions of these main bolts (mitsu and 6g73 dodge). Not sure which oem is the best, because 1g DSM headbolts are perfect.

    38 ft/lb on the connecting rods. Ready for all sorts of rpms that I won’t be able to run.

    Video of shortblock turning over.


    Next is the rear main seal, front main seal and oil pump. Then I start stripping the heads off the Duster. Most annoying part of the project will then be modifying the downpipe and modding the oil pan since I want to leave the Duster’s pan in place.
    Brent
    GREAT DEPRESSION RACING
    1992 Duster 3.0 The Junkyard- Now - Megasquirt II/Extra. OEM 10:1 3.0 + funny business
    - Old - 11.5@125 22psi $90 Stock 3.0 Junk Motor - 516whp 519wtq 20psi 91 oct built 3.0 stock n/a computer
    1994 Spirit 3.0 - 12.3@113 15 psi - Daily Holset He341 280whp 304ft/lb @10psi
    1994 Spirit 3.0 a670 - Wife's - Disassembled
    1990 Spirit 3.0 E.S. 41TE
    1993 Spirit 3.0 E.S. 41TE
    1994 Duster 3.0 A543
    1990 Lebaron Coupe 2.2 TII non IC, T1 31TH
    1981 Starlet KP61 Potential driver, 1981 Starlet KP61 Parts, 1983 Starlet KP61 Drag
    1998 Dodge 12v Cummins 47re 4x4 4dr longbed. No fuel plate. Mack plug, AFC & Spring mods. Boost elbow.

  18. #18
    Moderator Turbo Mopar Staff Vigo's Avatar
    Join Date
    Feb 2006
    Location
    San Antonio,TX
    Posts
    10,790

    Re: The Holset he341 3.0L

    Looks awesome. Good pictorial for people who are fuzzy on what gapping rings means.

    Dont push the red button.You hear me?

  19. #19
    Garrett booster
    Join Date
    Feb 2010
    Location
    Winnipeg, MB
    Posts
    127

    Re: The Holset he341 3.0L

    Love the detail + pics. Whenever I get around to tearing down a shortblock I'll be referring back to this

  20. #20
    Moderator Turbo Mopar Staff Turbo224's Avatar
    Join Date
    Feb 2006
    Location
    Salt Lake
    Posts
    1,689

    Re: The Holset he341 3.0L

    Maybe I missed this somewhere earlier in the thread, but are you putting your Duster parts into the Spirit?

    ~Tyler Larsen~Salt Lake City~
    -92 Daytona R/T (T3/T4 Hybrid, Quaife, etc...)
    -86 Jeep Grand Wagoneer Woody (winter beast)
    -01 Audi TT Quattro (daily driver)
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    Check out my Homepage

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