1987 R10 Driver

[frotosride]

WOW!!! I bet that felt good. I know it sounded good especially in that cave you park your trucks in.

[Captkaos]

Sunday, September 8th, 2013:  Finalized the wiring for the 2 oil returns and warning switches for both Driver and Passenger side.

[Captkaos]

Tuesday, September 17th, 2013:  During the week I finally found an auto parts store with enough 1/4" vacuum line to run to the Turbos, so I got them setup and routed throughout the truck for both turbos (didn't get a final pic, was too late at night) and I connected it to the passenger side of the intake and I tapped the Blow off Valve into the brake booster line.

[Captkaos]

Sunday, September 22nd, 2013: After getting all the small things out of the way I swapped out the stock plugs for a colder set and gapped them to .030".  After much hesitation and debate over washing the cylinders out with the 1000cc (95lb) injectors I broke down and check the engine oil level, got a catch can and cranked on it 3 times to make sure oil was making it to the return (currently in the oil fill)

This is the 3rd cranking after getting oil in the catch can.

Feeling rather confident I decided to re-verify the oil level and crank it again.  unfortunately I forgot to put the oil return back on and shot oil all over the place, TWICE.

After topping it off and getting everything straight I cranked it once again and called it a night.

[Captkaos]

Monday, September 23rd, 2013:  Came home early to get the truck to our tuner James Henson at www.hensonperformance.com and cranked her up again to make sure there were no leaks.  After running it up to operating temp, I realized that the electric fan was never hooked up.  Got it working and it still wouldn't come on, so I checked the coolant level.  Found the coolant level to be low as in below the sensor, so I topped it off ran it some more. 

After a while  the fans came on and cooled it off.  BUT now we had an issue with the Alternator not charging.  Generally there is a setting on the ECM to command the Alternator on with the 1 wire.  I contacted James and told him to check and he confirmed that mine was not set to one we new was charging so he changed it for when it showed up, but I had to cancel due to it being to late to show up.

[Captkaos]

Tuesday, September 24th, 2013: Came home early again after having the battery on charge all night and this time checked the coolant level.  It was low.  Prior to sending it to have the turbo tubing welded I had topped it off and it leaked so I replaced the seals as it appeared they were leaking.  Apparently it was more than just the seals.

Wednesday, September 25th, 2013: Came home and went to the local parts store and bought a new Water pump for the truck.  Had to go to 3 different places to find one.

[Captkaos]

Thursday, September 26th, 2013: Got home and pulled the AC compressor, AC mount off the truck and removed the water pump and found it leaking at the back.  I had to counter sink one of the holes as I am using the high mount AC with the Original Compressor.  Got it all back together and filled the engine and radiator with water and let it run up to operating temp to very there were no air pockets.  Fans came on and everything looked ok.



It was during this time I found my second issue.  Apparently in my hurried state I didn't tighten the air side compressor housing and now that it is holding oil, I have a leak.

[Captkaos]

Friday, September 27th, 2013: Got home verified all turbo housing bolts were tighted and the battery was fully charged I call a buddy of mine to follow me to the dyno.  I took a video of the drive there, but I was shot upside down when I imported it... LOL 
When I got to the dyno we uploaded the Alternator change and it was still not charging....  I also forgot to put in the IAT.


Drive to the dyno.

Friday, September 27th, 2013: Went by the Dyno shop and fixed my Alternator problem.
In this post, from research it said to swap the ECM from Red 15 to Red 52, this is NOT correct!, so I swapped it back... http://forum.73-87chevytrucks.com/smforum/index.php/topic,12120.msg206488.html#msg206488
After making this switch, I am now charging at full capacity.

Now I needed to mount the IAT.  I choose to tap the intake where the EVAP was with a 3/8" NPT and put in a 1991 Syclone IAT in its place.  After drilling it out I then tapped it and now can splice the wires from the MAP into this to get the Intake temps.  Hopefully he can start on tunning it soon!



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[Captkaos]

Friday, October 4th, 2013: Had to go to the dyno shop last night and replace a header gasket on both sides that were leaking.  Replaced the with new MLS gaskets and put it up on the dyno.
Hopefully today we can get a run out of her.

[frotosride]

Nothing like the sound of wastegates lifting early in the morning...or anytime for that matter...Waiting for dyno vid's.

[Captkaos]

Saturday, October 5th, 2013:  Went by the shop to get the Speed Density tune started.  After uploading the new tune we started playing with it and finally got it to idle (after running out of gas) and got the 02's down to around 14.  Called it a day as we both had something to do.  No videos as it was just us working on the Computer.

Monday, October 7th, 2013:  He got it running without dumping gas, but now I have a new problem.  The EP381 pump is running out of steam and won't allow it to do a full pull.  Now I am trying to source a new pump.

[nlauffer]

I was on SMI last night and read this:

Carburetors love fuel volume, but hate pressure. Pressure creates inconsistent aeration of the fuel in the float bowl, which causes inconsistent metering. Picture in your mind a water nozzle spraying into a bucket; the more pressure used, the more froth and air bubbles are created. If you have proper volume, the optimal fuel pressure is 4PSI for modern 2 and 4 BBL carbs. High horsepower drag care may not be able to run this low because G force works against fuel attempting to travel from the fuel cell in rear to carburetors up front.
So now we have established that volume is critical. Let's examine factors that effect low volume, and there are many.

1st the obvious:
 Fuel Pump capacity
 Fuel Line size
 Fuel Pump style
 Fuel Pump placement

Capacity: Bigger is better. But… rating methods vary; some are rated with no output pressure or restriction. Others are measured at specified output pressure (A.K.A. 110GPH at 7PSI) (These ratings DO NOT specify the size, length, etc. of inlet of outlet size used.)

Line Size: Because manufacturer ratings fail to specify inlet or outlet size, we must assume the maximum size possible was used. Therefore, any reduction in size, no matter where it occurs, will reduce volume.

Beyond size, angles in fuel lines cause restrictions that reduce volume. Every 90° bend in the system reduces volume by 12%.

Example: Initial = 100GPH
 1st 90° = 88GPH
 Initial = 88GPH
 2nd 90° = 77.44 GPH

Look at the fuel systems on most all vehicles, race, street, off road, etc. Almost without fail you will find at least 1 90° bend, plus 45°, 30° etc. More common you will find 180°, 135°, 90°, 45°, one after the other.

So your 100GPH, by the time it gets to the carburetor, could be as low as 20-30 GPH. This is why fuel pump manufacturers rate GPH vs HP at what seems a completely excessive ratio. They realize that they must consider a worst case scenario: to safeguard against the most unacceptable installation.

To look at this situation from a completely different standpoint, view the following; Cost of engine: $10,000 for 600HP, Cost of Minimum Required Fuel Pump: $200, Cost of Maximum Required Fuel Pump: $600, Differential = $400.

Possible cost of repairing damage to engine to lack of fuel volume is a minimum of $500 and a maximum of $5,000. By using the best possible component when designing your fuel system, you protect a much larger investment, give yourself peace of mind and invest in something that you can trust to grow with you.

Just a thought.  Maybe there is something you could do to the fuel routing to help it.

[81_Chevy]

Man y'all got some crazy winding roads down in 'Bama! love the sound of those wastegates.

-Nic

[Captkaos]

Not really relative since mine is fuel injected and turbocharged.  I know what the problem is, it appears the pump isn't performing up to par, it should support 350hp, but is falling on its face.

I took all the back roads to avoid any urge to stand in it.

Chris Lucas
73-87chevytrucks.com
captkaoscustoms.com
squarebody.biz

[frotosride]

Sorry about the late update CAPT, but I knew there was something I liked about you...Unless you are an auburn fan.