Witness the carnage! Sadly, I didn't take pictures before here. But basically, the mechanical fan and the electric fan have been pulled, the serpentine's gone, alternator's pulled and the A/C has been detached and set aside. Also, the blasted timing belt covers have been removed. That part really sucked b/c the last clown to have removed them completely over-tightened them, and so the nuts embedded in plastic were just spinning. I had to tear it out the old fashioned way - screwdriver and pliers, piece by piece.

Here's a close-up of the blown timing belt. Ripped the teeth right off! I'm thinking the oil was mostly sludge, so after driving 15-20 miles, the pump just over-heated and seized. Catastrophic failure, really. Ripped the timing belt to shreds, which of course meant that half the engine wasn't operating any more, which meant the poor thing died. Those covers are staying off from now on - makes timing belt inspection and replacement much, much easier, and all research indicates that it's not detrimental to the timing system and some people even claim that it's better for it becase the oil isn't pooled up in the covers.

Oil pump and water pump removed. A/C Compressor relocated out of the way ( w/o opening the system ). Starter and alternator removed.

Look at all those parts!

I needed more space. What can I say? There's the distributor.. There's the turbo feed for the intake manifold.. And some other assorted parts! Yay!

Look at my turbo, chillin' there in the bottom-left side of the picture.

It all comes off in one piece! Fuel rail, manifold, sensors, etc. One PIECE!

Now we just have the crankcase sitting in there. Mind you, the engine is still bolted to the tranny, and still mounted to the frame. All of this work has not required a pull or even a lift!

Freshly pulled.

Check that out! You can still see the cross-hatching from the original machinging!

Look at all the coolant that dumped out when I yanked the heads..

Had to fabricate a new one, since the old banjo bolt bit the dust on removal.

Yeah. The new oil pipe for the turbo needed some space for the larger threads.. That's what a drill's for! Scary pic, though.. ;) Hope CHI never sees this..

For the newly-fabricated turbo oil inlet pipe. Good Times!

Oh yeah.. Gettin' crazy with the engine painting.. Here's the driver's side valve cover.. Freshly painted black with 1200 degree ceramic engine paint.

Thought I'd get fancy. :)

Ok, so I'm really going nuts with the paint.. Someone take these paints away from me!

MMmmmm... Engine assembly lubricant.. Freshly cleaned camshaft housing! How did I ever survice without a parts washer?! Trivia: Nice new oil pump sitting next to the can of WD. Starter in the top left. New water pump in the box. And of course, you can see the old lifters ( hydraulic lash adjusters ) there next to the rocker arms. Newly re-built lifters will be installed.

Lube up the rockers nice and good so they'll stay attached to the valve train while you install the camshaft housing ( and to reduce initial startup scoring ).

w00t!

Nice paintjob, eh?

Starting to see the wood underneath again! w00t!

Ain't it pretty?

Here sits the turbo, in all her glory. I've removed the air duct so you can see the output blades.

You can see those blades a little more clearly. Also can see numbers on the turbo itself.

Man that was a pain. Three things:

1. The oil input line ( connects to the rear of the passenger head ) has to be installed before the turbo.
2. As you're setting the turbo down on the manifold studs, make sure the oil output ( drain ) line connects to the rubber tubing coming up from the engine block. And don't forget to tighten down the hose clamp on it!
3. Before you tighten any of the nuts for the turbo unit to the exhaust manifolds, you need to get the rear nut on. Basically, there are three studs on the exhaust manifold from the engine which the turbo sets on and bolts to. The one closest to the passenger compartment is very close to the exhaust manifold flange which connects to the rest of the exhaust system going back. If you don't screw on this nut before tightening all the others, you can't get it installed. So do that one before the others. =)

This is the coolant inlet pipe for the turbo. The one I custom-fabricated. Just wanted to show you that it worked quite nicely. =)

Ready to be installed.

Nice, clean mating surfaces for the manifold.

It was a thing of beauty seeing that baby bolted back on. :)

Nice, shiny new idler and tensioners!

That was fun!

That was much easier.

I like the way that ended up. Though now I'm wishing I had the time and energy to take apart the intake manifold and clean/paint it as well. ;)

This is where I left off yesterday. A few more components have been installed. New radiator hoses, various other hoses/fittings including EGR pipe. New thermostat, thermoswitch and PCV Valve.

This is how it looked the first time I got it running. I wanted to make sure that the timing was right ( or at least close ) before I bolted in the rest of the accessories and crap. Anyhow, She ran! ( Obviously I only let her run for 3 seconds or so since no coolant. :P Sparky, hold your tongue. )

The next night, I bolted on the A/C compressor and the Alternator so that I could wind the belts on and run for longer times with the water pump spinning.

Here's a close-up of the final two pieces bolted in and ready to go.

Air-filter assembly going back in!

Well, everything's patched back together now, and running. She isn't running *well* yet, though she didn't when I got her. Tune-up!

So pretty.. And you can see a few of my implements of surgery laying about.

Temporarily, I've had to pull back the throttle linkage to keep the engine running for tune-up purposes. This setting forces an idle around 2k rpm.

Disconnected vacuum line ( not plugged ) that runs under the intake filter, wraps around the strut tower and attached to some sort of vacuum valve. This valve has a linkage cable going to a box in the rear center of the engine compartment which has 2 more cable linkages coming out of it. I'll document this more later.

More disconnected vacuum lines. Also not plugged. *sigh*

This plug is coming out of the primary coil wire ( primary coil is just below field of view in bottom of picture - you can see the distributor wire ) and I can't, for the life of me, find where it might plug in.

Not much to say here. Just more wires I've found that aren't connected and look like they should be.

This almost looks like diagnostic connections for the ECU. Not certain, though, so I'm listing them as a suspect.

I love this one. Here we have a sensor plugged into the crankcase just in front of the flywheel ( CAS? ) and some previous ass-clown just CUT THE WIRES. This one I'm *quite* curious about. If it is the CAS, that could explain a lot of the problems.

Umm...

There are two of these on different ends of this wiring run. I'm wonder if they're more diagnostic hookups, or if something used to connect here.

It's hard to see, but one of those connectors down there isn't connected to anything. The one on the bottom, under the yellow/black wires.

Here's a shot of the partially scraped off throttle body gasket.

The front one was leaking fuel all over the engine so I decided replacement was justified. I ordered 8 new ones ( might as well have a spare set! ) on ebay for just $17 each after shipping!!