The Rainbolt 400 HP Turbo/Nitrous Ferrari 308 Project

These are images I have scanned related to my latest long-term project... a 1981 308GTSi that has an intercooled turbocharger and nitrous oxide to boot.  The car is running and I have been testing various operations of the ECU.  I still have a ways to go before I can use the car for daily transportation.  I've only run it up to 6 PSI (est. 280-300 HP) of boost so far, but I will eventually get it up to full spec (15 PSI).  The motor is built to take up to 550 HP, but the OEM transmission input shaft can't take that much strain, which is why I've decided to limit output to "only" 400 flywheel HP.

The Spec Sheet

Click on the thumbnails to view the large versions of the images.

	Before the mods (127k) This is the stock engine before the first parts were removed.
	Spent Exhaust Valve (40k) The OEM exhaust valves had seen too much torture at 50K miles and had to be replaced.   A set of custom fabricated stainless valves were made, complete with hardened steel tips.
	Parts is Parts? (88k) A wall full of misc bits during the project.  My current garage is quite cramped and I really had to pack in the parts.
	Interior rewiring in progress (159k) Adding wires for new controls and gauges, removing wires from decommissioned parts
	Exploded Piston and Con-rod Assembly (70k) Note the valve-relief designed into the piston crowns
	Finished Piston Assemblies (99k) Custom JE Forged aluminum pistons, 81.05mm diameter The assemblies were precision balanced by Clem Engines of Dallas
	Con-rod bolt detail (26k) For those technically inclined
	Reworked Head (112k) The new exhaust valves are installed and the valve seats have been given a multi-angle grind.  Valve seals have also been replaced. Exhaust ports studs have all been replaced.
	Refinished Suspension (114k) This is after I refurbished the suspension.  I had the A-arms and springs powder-coated with a very hard black finish.  Also, new polyurethane A-arm bushings from Energy Suspension were installed.  Add to that: new Koni shocks, rebuilt and replanted brake calipers, braided stainless brake lines, etc.
	Detailed Engine Bay (112k) After 50K miles and one prior engine removal, the engine bay had become quite dirty and scratched up.  I installed all new sheet metal on the firewalls and the painted with a high-temp aluminum-based paint.  The frame was cleaned and repainted black.   The orange pieces below are the engine hoist that was stored under the car (in pieces) at the time.
	Block Prior to Assembly (136k) This is after installing the pistons, by prior to installing the heads.  Note the new shiny copper head gasket and, if you look really close, you can see the stainless O-rings that were installed on top of the cylinder liners.  It took 3 tries (assembly & removal) to get the heads to "seal" with the new copper gaskets.
	Assembled Motor - View 1 (106k) This is the left hand side of the motor.  Nice newly painted, crinkle-red valve covers and plenum really made the engine look nice.  All aluminum parts had been meticulously cleaned, deburred and in some cases, painted with aluminum-based paint.   Can you tell which ones were painted?
	Assembled Motor - View 2 (110k) Again, the left side of the motor.  In this view, you can see the freshly powder-coated engine mount brackets.
	Assembled Motor - View 3 (103k) The forward side of the motor.  The oil dipstick tube hole and oil temp sender holes have been plugged with brass plugs.  The two blue aluminum fittings coming through the wall of the block go to the dry sump scavenge pump.  There is a steel fitting just above and to the left of the left engine mount.  That's the fitting going to the engine's internal oil pump.
	Assembled Motor - View 4 (122k) The right side of the motor, from the front.  Here you can see the cam belt covers and freshly powder-coated water pump pulley.

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Last modification:  30 Dec 1998