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ST215 Caldina Engine Rebuild

OK, here's the plan

The engine in Black Beauty is tired and suffering big end rattle

I want to go aftermarket ECU with coil on plug in Hannibal with a sidefeed manifold


The solution is obvious to me

First buy one of these. It's apparently a low mileage ST215 caldina engine bought og fLeabay. Hmmmmmmmm

464115df7cd043bfb805315c2b55d64a.jpg

The idea is to refresh this bottom end with new bearings, pumps, pressure relief valves etc etc. It will then go into Black Beauty which will revert to standard ECU running notionally stock power as my reliable daily driver The good bits will then be transferred onto my current forged block

Along the way I'll try to detail a few things and probably bore everyone to photographic death :lol:


An interesting feature. The ST215 uses a turbo that looks similar on the compressor side to a CT20 ST205 turbo. The hotside is obviously a little different! It's an integrated hotside/manifold setup

IMG_1196.jpg


For reference, a 205 WRC manifold plonked on top. You can see that the lineup is about the same as the 205 setup position wise [img]IMG_1195.jpg[/img]

Mmmmmm sidefeed manifold and coil on plug goodness :D :D [img]IMG_1197.jpg[/img]

There's two things to note here. There's a distinct lack of even a vestigial dizzy. Ant the water elbow only has one sensor. No more ECU + dash sensor setup [img]IMG_1198.jpg[/img]

Round the back it's immediately obvious the knock sensor has moved Also note the shiney bolt middle left. This goes directly into the water jacket. I can't remember if the 205 block has such a drain or not [img]IMG_1199.jpg[/img]

Top mount intercooler. Significantly better than the 185 setup, bigger and thicker. Also equipped with plastic tanks [img]IMG_1200.jpg[/img]

Front of the engine looks familiar. Note that the cambelt tensioner pulley is different with a 1/2" square drive in the centre for some reason [img]IMG_1201.jpg[/img]

Turbo support bracket is a much more sensible steel affair compared to the ST205 braacket which is hewn from solid heavy [img]IMG_1202.jpg[/img]

Doughnut oil cooler is redesigned but still present on the 215. On the ST245 caldina it's gone! [img]IMG_1203.jpg[/img]

The sensor in the middle is the TPS (Turbo Pressure sensor) which is now directly bolted to the manifold not the firewall [img]IMG_1204.jpg[/img]

Where the dizzy would normally be is now the location for the turbo VSV control unit [img]IMG_1205.jpg[/img]

Which is also attached to this resevoir on the rear of the manifold. Presumably this provides a smooth pressure despite the PWM action of the VSV controller [img]IMG_1206.jpg[/img]

Front of the throttle body. Note the ISC attached to the bottom. It appears to be the same as that used on the 205 complete with throttlebody heating circuit [img]IMG_1207.jpg[/img]

Rear of the throttlebody. Not dissimilat to the 205 unit [img]IMG_1208.jpg[/img]

Disassembled IAC control block. You can see the barrel "throttle" of the ISC and you can also see that the manifold heater is just a very short direct connection channel. It does not go round the TB in any way [img]IMG_1209.jpg[/img]

4 layer exhaust manifold gasket is made up of 4 single identical steel gaskets [img]IMG_1210.jpg[/img]

Head exhaust ports and stud pattern appear identical to a st205 head [img]IMG_1215.jpg[/img]

Note the change to a "log" manifold. On the 205 manifold there's some separation of exhaust to make the twin scroll turbo work. On the 215 all the exhaust ports are conected into a single pipe. I'm certain this means no twin scroll [img]IMG_1216.jpg[/img]

Once the turbo VSV resevoir has been removed another VSV is immediately visible....more later [img]IMG_1221.jpg[/img] [img]IMG_1224.jpg[/img]

Off with the inlet manifold then. You can clearly see that the 215 has switched back to top feed injectors a la ST165 [img]IMG_1228.jpg[/img]

Fuel return and FPR [img]IMG_1229.jpg[/img]

Fuel feed [img]IMG_1230.jpg[/img]

The rail is perfectly set up for a fuel pressure gauge. The large nut undet the FPR is removable and directly accesses the fuel rail :D [img]IMG_1232.jpg[/img]

With everything out of the way you can now see that the FPR is connected to the VSV that was on the back of the inlet manifold. I assume this does away with the fuel pump resistor but I don't know for sure [img]IMG_1233.jpg[/img]

It's a bit of a poor photo but you can actually see right through the fuel rail if you look hard. Internal Diam of the fuel rail is ~10mm. It's a pretty good looking rail for high power [img]IMG_1235.jpg[/img]

Coil on plug packs :D :D [img]IMG_1236.jpg[/img]

A vital part of the coil on plug setup. With no dizzy you need another cam position sensor. This is it and it's great news for me :D. The "trigger wheel" is attached to the end of the inlet camshaft. You can also see the sensor in the background [img]IMG_1241.jpg[/img] The cam sensor is simply bolted on in place of the dizzy. This means the nice 264 cams in Hannibal should work fine with the system (they might need a bolt hole drilling but that's apparently it) You can also see the blank used to dispense with the dizzy shaft. This one is clearly well sealed then  :roll: [img]IMG_1246.jpg[/img]

The buckets show no visible wear. I think this might be a genuine low mileage engine  :shock: [img]IMG_1245.jpg[/img]

Nothing unusual here except....The cam cover has an inbuilt catch can type setup. The baffle plate should condense any oil out [img]IMG_1248.jpg[/img]

And the view from abovu. Note lugs to secure the COP units and a return to a 185 style breather position [img]IMG_1249.jpg[/img]

Better view of the distributor replacement plug with several feet of leaky crud removed [img]IMG_1250.jpg[/img]

Gratuitous photo of things to come for Hannibal. GT3071 with (eventually) external remote wastegate  :twisted: I'd really really like to turn the turbo the other way up though ;) [img]IMG_1251.jpg[/img]

A few closeups of the combined mani/turbo setup. Note the hulking great single wastegate. Boost creep should not be an issue on the Caldina :D [img]IMG_1253.jpg[/img] [img]IMG_1254.jpg[/img] [img]IMG_1255.jpg[/img]

And over we go  :lol:

After an hour of unsuccessful panning for gold in the metal sump, off with the main sump section. Nothing bad looking here. The usual 3S-GTE varnishing but nowt unusual. This really might be a low miler. Time will tell

I wonder if my warranty is still valid :lol: [img]IMG_1256.jpg[/img]

Scraper plate removed and block face cleaned ready for a nice new bead of sealant. Nothing looks out of place or different here [img]IMG_1257.jpg[/img]

A poor picture but you can just about make out the oil squirter underneath the counterweight [img]IMG_1258.jpg[/img]

lol:I hope you're reading this Don :lol:

Part 2 of the COP setup. You can see a crank trigger wheel built into the cambelt drive puley [img]IMG_1259.jpg[/img]

And here's the sensor that actually picks up on that trigger wheel giving a high resolution crank angle sensor unlike the 12 tooth version in the stock ST205 distributor setup [img]IMG_1260.jpg[/img]

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