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G-Fab techtips: Hole-E Mole-E

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So I thought it’d be a good idea to share some techniques I’ve learned over the years. Simple, easy to follow tips to help maximize your full potential while welding or fabricating your projects. So enjoy this post, as well as more to come, and see if we can help give you that different angle.

I would first like to talk about how to achieve nice and neat fitments between parts and through holes that they must line up with. Now I know many of you out there may have dealt with drilling holes, big or small, with the intention of welding some type of tube or fitting that it must line up with. I’ve been there before only to have the loose part move due to myself bumping it right before tack welding it, or the shrinkage of a tack as it cools. This can also pull your part off center a bit. Another annoyance is having a hole too large causing your part to sink in, making it a little harder to square up. I have come to my own conclusion for a technique I will always use as a first resort. Now on to the process.

For my example, I will be finishing up an intercooler I am currently working on where the inlet tube must be welded to it’s endtank. After having the tube-end bead rolled and all burs cleaned up, I place the part where I’d like it and proceed to weld it to the tank without drilling a single hole. This will ensure your part is as square, as when you fit it. Also, the weld will lay evenly all the way around because the material is consistent. Sometimes poor fitment of a pre-existing hole may cause the material to heat up faster in some areas and cooler in others. This could potentially cause you to adjust your amperage mid weld, making it harder to be consistent.


Once welded, it’s time to bust out the holesaw kit. Now, in my experience, I’m able to use a holesaw that is a 1/4″ smaller than the O.D. of the tube it must slide in to. The tube will act as a guide for the hole saw, eliminating the use of a pilot drill. So be sure to clamp the endtank down and carefully cut your hole.


Now that the hole has been cut, a quick clean up with a carbide bur or cartridge roll (barrel roll) can kick you off to the last step.

If you’ve followed correctly, a clean even hole will give you a good chunk of aluminum to work with on the inside. I just aim my torch at the inside edge and foot pulse the corner giving you that smooth edge and the satisfaction of knowing the part is welded inside and out.

So there you have it. Now go use it.

Thanks for reading and stay tuned in for the next tech tip to follow.

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FROM SILENCE TO VIOLENCE: ALL THE BS YOU CAN HANDLE (FMU)

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Originally Posted on Fluid Motor Union

Are you guys as excited for the RBM x FMU Black Series SEMA build as we are? Good, because we’ve got it on the blog again today.

The pace hasn’t slowed one bit since we got crackin’ on the Black Series’ headers and exhaust, among other trick little things we haven’t mentioned yet. Today is no different, as the designing, fitment work and welding haven’t broken pace once.

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Today, we’re going to focus on the work taking place at the middle resonator set, heading backwards towards the rear section. We’ve already put together the X-pipe and the initial piping that extends to just behind the differential, so enjoy some pictures from that region while we keep crackin’ on the headers up front. We’re moving quickly, but not a single inch of our perfectionist style is being compromised; after all, we’re pretty amped to have the honor to build a SEMA car, and that energy should be riding with us until the minute the BS leaves our facility. Enjoy the pics!

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Aside from more Black Series content (obviously), we’ll have a good post or two up about Scott’s twin-turbo Explorer build, which is moving along just as quickly. Until tomorrow!

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FROM SILENCE TO VIOLENCE: IT BEGINS (FMU)

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Originally Posted on Fluid Motor Union

Enough of the teasers, let’s show you guys some shots of the initial progress of the FMU x Raging Bull Marketing CLK63 Black Series build.

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Much like every other exhaust build, it’s important to make sure you plan out your clearances multiple times before agreeing on changing those tacks into full-blown welds. So we removed everything that we needed to, and now there’s all sorts of room! Just nowhere to put anything in the trunk; thankfully, the car won’t be getting groceries for a few weeks, so the trunkspace isn’t necessary.

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So now the Black Series has assumed the role of “friend who crashes on your couch for a week,” as its stuff is starting to end up everywhere. But unlike the crashing comrade, we’re super excited for the BS to be here, so it can take up all the space it wants.

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A few of the pieces are already tacked together for perfecting fitment. The clearances between the C63 and the BS are a bit off, so we’re taking extra precautions when making sure everything fits together nicely. You don’t want any sort of connection between exhaust pieces and the frame, after all.

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We have our ultra-top-secret, super-trick plans already in motion, so as long as everybody keeps working together, this build should go off without a hitch. Raging Bull Marketing is getting pretty pumped on their end, and we’re eagerly anticipating their arrival this coming weekend. This is going to be one insane month, folks, stay tuned!

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And don’t forget about the FMU BBQ! Marilynn spent all day Sunday prepping for it, so everything is starting to come together!

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FROM SILENCE TO VIOLENCE: AN ANALYSIS OF THE OEM BLACK SERIES EXHAUST

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Originally Posted on Fluid Motor Union

Today, we’ll do a thorough, statistical analysis of the OEM exhaust system on the Black Series, looking for points of improvement and critiquing the OEM setup.

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The Black Series exhaust is pretty straightforward directly from the factory. After the headers, the entire exhaust is easily accessed for both removal and documentation purposes. So let’s dig in, shall we?

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First, we’ll start at the back by the diffuser, the main piece of the exhaust that everybody sees. And trust us, given how fast this car is out of the factory, everybody should only ever be seeing these tailpipes. But there’s one problem — they’re stock. And they’re ovals. And everybody knows that ovals are not only a terrible shape for exhaust flow (there is no scientific basis behind that assertion), but they’re also too commonplace on AMG motors to be seen as hints that something wicked is happening under the body of the Black Series. So, they’ll have to go. Goodbye.

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Next, we get to these weird round things before the oxygen sensors. These things have been puzzling us ever since we started building exhaust systems. What are they? What do they do? Why make such a bulbous malignancy appear in the middle of such a nice, straight exhaust system? They must be messing with how the oxygen sensors should be working. So, since we have no idea what they are or how they function, let’s just get rid of ‘em in the new design. That sounds good to us. Screw those things.

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And now we have — wait — even more of these oddly shaped thingamajigs?! What is happening here?! They obviously don’t do anything, if Mercedes needs to put four of them in the system. We’re so glad to have found this engineering oversight that Affalterbach obviously missed. Millions of dollars in R&D and they’re still slipping up from time to time. Oh well, everybody’s human. Let’s just do like we are going to do with the front bulb-ball-thingies and cut them the eff out of our new design.

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H-pipes? H-pipes?! That’s just goofy. If only there were a more appropriate x-shaped solution. We don’t know what you’d call something like that though, so we’ll gladly take some suggestions as to how to go about naming the x-shaped h-pipe. One of them isn’t even welded all the way around! Silly German engineers.

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And that about sums up our expert analysis of the CLK Black Series’ OEM exhaust system. Obviously we’ll be running an onion-shaped-bulb-free, x-shaped h-pipe setup that should produce approximately 1 to 3 extra horsepower for this seriously sick vehicle.*

*Disclaimer: Yes, we know they’re catalytic converters. Yes, we know it’s called an x-pipe. Yes, we’ll be putting down a lot more than 1-3 horsepower with our FMU bespoke catless exhaust. Yes, we are fully aware of the laws surrounding the removal of catalytic converters, as this car will be for off-road purposes only, competing in both SEMA’s contests and a time attack racing series thereafter. Follow your local laws, folks. And have a great weekend!

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A LOAD OF BS: FROM SILENCE TO VIOLENCE (FMU)

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Originally Posted on Fluid Motor Union:

If you saw it on Facebook, then you already know. For those of you who don’t, we’re currently in possession of a SEMA-bound CLK63 AMG Black Series.

A while ago, we were approached by Joe Galante on behalf of Raging Bull Marketing, a company in the Pacific Northwest that specializes in the marketing of vehicles. Some of their previous builds have been nothing short of outstanding, and they were looking to us for one seriously trick, SEMA-worthy exhaust setup for a CLK Black Series. After some back-and-forth, snarky witticisms, Anchorman quotes and liquid courage, the wheels began to roll. What started as an exhaust ballooned into a fully custom exhaust setup, featuring both FMU’s long-tube header design and a custom piping scheme from the collectors back, along with one of our oil coolers. Before we even knew it, a two-story vehicle hauler showed up on our doorstep around midnight last night, and we were greeted with a beautiful sight:

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With the BS secured in our garage for the evening, we sought some rest. Upon our arrival this morning, though, cameras began rolling and snapping. The most obvious things you’ll notice about the vehicle below is the aggressive wheel setup coupled with one very unique paint scheme. We at Fluid have come up with several different names for the paint, but only Joe (the man who mixed it himself) knows the true title for this tint. The wheels are none other than ADV.1’s ADV.10 design with quite the aggressive fitment, coming to just about flush with the massive BS-exclusive fender flares. It’s one of the most beautiful cars we’ve ever encountered, and it’s only been here for twelve hours. Ideas are floating around, as they have been for months, so the coming weeks are shaping up to be nothing less than utterly epic. We can’t wait to get together with Joe in Chicago and show him how we do things in the Midwest. Until then, let’s take a gander, shall we?

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Currently, our first step with the Black Series is to get it on the dyno, which we did. It’s undergoing some runs to find its baseline power, so we can see just how much power the long-tube headers and exhaust will add to the mix. This is already a seriously powerful car, but since it will be competing in Global Time Attack’s Modified RWD class, it’s going to need that competitive edge.

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Thanks again goes out to Joe and Mitchell of Raging Bull Marketing, as this is one opportunity we’re both humbled and overjoyed to undertake. Look out world, Fluid MotorUnion is about to turn your shit upside-down.

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Ultra Violence Motorcycles- North Hollywood, CA

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Jake over at Ultra Violence isn’t your typical run amuck kind of guy.  He’s a humble, skilled, and creative individual with a huge passion for fabrication and bikes.

For the builds that are produced by Jake, you wouldn’t expect it to be from such a small shop

This is the first bike seen as you step through the door…

Jake proves to be innovative and crafty…

Another piece to his collection of builds.

And here’s his bread and butter that put him on the map..

Ultra Violence is recognized in various magazines and it’s well deserved.  You may have also seen Jake in the Discovery Channel’s ‘Biker Build Off’ and ‘Build or Bust’

It’s always the smaller things that stick out to me the most.  This adds the perfect touch.

You know that feeling you get when you find money in an old jacket or pants you haven’t worn in awhile?  Thats the feeling I got when I arrived at Ultra Violence.  The quality of fabrication produced in here is pure gold.

I can’t say I’m the biggest bike fan out there, but I certainly did enjoy visiting this shop!

 

http://www.jakeultraviolence.com

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The time has come

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About 9 years ago, I get a call; “Hey man uh, do still remember how to tig weld?”. And so started this long road of turbocharged fabrication.

That was my good friend Jon Owens (head welder of Full-Race Motorsports and current co-owner of Future Fabrications) on the other end of the line, who at the time was working at shop named Max-Rev Motorsports. Ring a bell for you old schools? I answer “Sure”, even though I had a 1 semester of tig welding and very timid about my skills. I needed a job and thought working with my friend would be awesome. After the first 2 days I welded 2 bolt flanges to the ends of downpipes and O2 bungs also. I felt overwhelmed and didn’t want to waste anyones time and decided to quit. The owner was able to talk me into staying and I couldn’t thank him enough for it.

Years go by, and manifolds are welded. I eventually left and moved on following in the footsteps of Jon to a little place he helped build to become what it is today. Full-Race. I was introduced to another level of commitment to quality. Everyone there were machines in my eyes. I knew I had to learn and learn good! Eventually they had a motto on a T-shirt hanging up on a wall, “go hard or go home…hard”. So I took what experience I could from the likes of Jon, Jackson, and Sean Sexton.

More years go by and more than a 1,000 manifolds later, I find myself at AFI Turbo. After a quick stint of doing a couple of side jobs out of Half-Race (that’s another story), I felt it was time to get a steady job so another turbo manufacturer seemed right at the time. AFI was a bit weird at first but it didn’t take long to get comfortable when you have a funny as hell redneck, Rick of Rick’s Towing beside you.

Fast forward a bit and here we are in present day. I’m still being pushed by a great welder by the name of CJ Tune helping me to sharpen my skills even further. I felt an itch to have a little more control of the skills I am developing and the only way I feel I can achieve that is to rent my own space and do what I do best. So far it’s been great having your friends and shop roommates as customers. One such friend is Juan Gonzalez. Right now, I’m currently fabricating a custom turbo set-up for his Honda EF hatchback. I am particularly proud of this manifold because it is the first B series manifold I have created under my own name. Thanks to Mike and Brad for the use of some equipment I don’t posses yet, I was able to finish and share with guys who like this kind of stuff.

Ok, ok, enough of the chit chat. Thanks for reading and enjoy. There will be another post later down the road updating the finished car in detailed form. Again, thank you and everyone who has had an influence on me.

-Aaron Garcia









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Like a puzzle.

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We have been working long and hard hours with our machinist to get turbo manifold production of our log manifold down easier and more consistent. The end result was using some of his laser table stuff and making some sophisticated pieces.

Started out with schedule 10 304ss tubing and bends….

Turned into this:

 

Slowly she turns……..step by step….inch by inch….

 

Until the final product.

 

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Sparco Rally xD Turbo Scion Racecar – Olympus 2011

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Sparco Rally xD Turbo Scion Racecar – Olympus 2011

 

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More flow + more boost = NEED MORE FUEL

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So after porting the head and running more boost, we realized we needed to retune and offer more fuel delivery to the engine. You can not add air without adjusting fuel and adjusting spark. We all know that!  So, with the 2AZFE being factory defaulted to a return-less fuel system,  this makes fuel delivery for a turbocharged engine quite difficult.  In fact, with a stock return-less fuel system, the delivery to the rail is exact by each combustion cycle and based upon conditions at that time.  This did not fly very well for a car making well over double it’s factory HP.

Enter the return fuel system.  Ingredients:

  • -6AN light-weight braided NHRA approved lines
  • -6AN black swivel fittings for easy connection and a leak-less seal everytime
  • Aeromotive fuel filter
  • Aeromotive A-1000 fuel pressure regulator
  • Liquid-filled 0-100 PSI fuel pressure gauge
  • AEM fuel rail
  • Chassis clamps to professionally mount your lines
  • Choice of fuel pump
  • All fittings needed to modify your stock sending unit for return

Now with the rising rate fuel pressure regulator this provides us with capability of having infinite pressure adjust-ability plus the 1 PSI of fuel pressure needed to negate our additional PSI of air flow from the turbocharger.

 

 

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