Switching from Procharger D1SC to S480 BW Turbo ( condensed )

[blown385]

This is a condensed version of this thread :   http://www.theturboforums.com/smf/index.php?topic=115638.0






Well , as some may know by now , I've had nothing but problems with my Procharger leaking oil .

So ........ I decided to give this Turbo thing a try .

A quick run down on the set-up :

4500lbs  Chevy Pickup .   ( Street Truck )

383sbc  8.8:1  
Eagle rotating assembly
Probe pistons
AFR 195 heads
Victor Jr intake
Carb Shop 750 Blow-Thru carb   EV hat with 3" of spacing

Aeromotive 1000
13301 reg  , - 10 supply  -8 return  

TH400 with brake
Moser Dana 60 with 3.73 gears  /  31 x 10.5W  MT  Slick

Digi 7  
MSD Pro Billet locked Dist.
NGK 8 plugs gaped at .030

Motor makes 500fwhp N/A .

The Procharger was definitely a great little performer adding probably a little more than 300fwhp , and had my truck running a quickest time of 10.51 @ 130mph .

I have to admit I am a little sceptical about how well it will perform with the Turbo .  The thing left great with the Procharger and could 60' in the 1.5s . It will probably take some time tuning to get it to leave like that with the turbo . And it might never with just the foot brake .


Anyway here's a few pics to start , and video of the way it ran with the Procharger ................. it was definitely an animal . RIP ...... :

VIDEO  :   <embed width="448" height="361" type="application/x-shockwave-flash" wmode="transparent" src="http://i151.photobucket.com/player.swf?file=http://vid151.photobucket.com/albums/s152/cedoz/tape2-Clip003.flv">

PICS :















 


 OK ............... NOW DOWN TO BUSINESS !!!!!!!!!!!

  

  















 

Heres what I got so far for the bracket .  It still needs trimmed up a little and another gusset added  . Its made from chromeolly plate , and should be strong enough to swing a monkey off it .                                                                                                                             ^
                                                                                                                                                                        spelling  




MERGE !

Now that was a pain in the ass !






Updated pic of bracket :

I think this will eventually be ceramic coated black along with the turbine housing .  












The header collectors are 3" , but I am going to reduce to 2 1/2"  .    That's also what I made the merge out of .  

I'm told I shouldn't have any problem making 1000hp through 2 1/2" pipes , and could help a hair on spooling .

If I want to change 3" later it shouldn't be a problem since the collectors will have 3" V-Bands .



Still waiting on parts .  

I had a little time today , so I screwed around with the welder and did my best to match the heads .    

Like I said ,  " I had a LITTLE time today "      lol  .       My brother-in-law will take it to his shop Mon. and make it nice and flat .  

The second pic shows the merge and how the pipe will be ran .  The merge is welded to a separate flange , so it can be removed .

The wastegate will be positioned just right , so the exit pipe will run through the bracket and into the down pipe .

At least thats the plan .  










Made sure the flanges are flat as can be .  








Not sure about the cam specs yet .  

Heres some new pics . of the wastegate location .   Its tight but it fits ............... I know, I know ..........Thats what she said .











I had one done today .  The welds dont look as good in the pic as the do in real life . Mike at TRZ did a great job , expecialy since he had to deal with my work .    

He was able to get around everything    








As soon as I get the rest of the V-Bands , I was going to get the passenger header welded first before I do the crossover just in case it moves when its welded .  Once that's done I'll finish the crossover then send them off for coating .  I was just going to have TRZ finish it , but thanks for the offer .  They are also going to hook me up with the coating .  

The coating will be a two week process with shipping and all , so it should give me time to look over the motor .  I was thinking of pulling it apart and checking all the clearances .    It might not be nessesary , but what am I going to do for two weeks .  






FINALLY !


Ready for Ceramic Coating .   Now I'm looking at a 2 week wait ............ at least .  

Going with Black on the bracket and turbine housing  . The rest will be silver .   Down pipe will be black , but that's later after the motor is back in and I can mock it all up .







I welded the fitting for the oil drain , stuck the new cam in , and installed a new timing chain .  Last time I had the aline bore and hone done , I never changed the chain and it was kinda sloppy .  I installed the RIGHT one this time , a -.005 smaller chain , and it fit PERFECT .  

I had just enough room to put the drain where I needed it .  









The cam ............................. perrdy huh ?



                        234/234    108 + 4    .576  lift  



Decided to go ahead and put the motor in .

Took a few more pics .

I figured , I might as well get everything hooked up , so when i get the stuff back from coating I'll be ready .  






















 

[blown385]

I will add more later .

[blown385]

Back from coating !

Fired it up without the turbo , just to get the timing right and make sure there wasnt anything that might get into the turbine .

Cam has a good sound to it .   This is at 800 rpm  .

<embed width="448" height="361" type="application/x-shockwave-flash" wmode="transparent" src="http://i151.photobucket.com/player.swf?file=http://vid151.photobucket.com/albums/s152/cedoz/open-Clip001.flv">



More pics :

[blown385]

Ran into a small obstical while running the oil drain line . LOL           Power steering return line will also take the same route . 







Look what my Bro-in-law made me .   

I'm thinking of drilling and taping it for the AMS 500 .........................  Which I ordered from Robert yesterday . 










Got all the aluminum welded today on the exhaust , and decided on a Blow-off valve location .

Its getting close now !

 

[blown385]

I drove it around the block yesterday just to check some things out .

Everything looks good , except I have an oil leak ................somewhere .     

I got on it only one time and it SEEMS to build boost pretty quick .  I not too sure when because it was only one quick hit of the pedal and wasn't really paying attention .

The exhaust is a little loud but sounds cool ........... like a race car .   LOL  .            ( I'll shot some video when I get back from the races today . )

I'm still waiting on the 2" V-band for the dump pipe .     I cant believe how much V-bands have slowed the progress . Weird how just one part can kill ya .



Oh yea did I mention how the turbo sounds  !          Way to cool !!!


I ALMOST drove it out to the WSN yesterday , but I didnt have an air filter . 

Feels great !

I was planning on the same boost as the Procharger at the track for now . ( 15psi )    I'll ease up to it .

I'm VERY interested how it compares to the Procharger .

I think the Procharger will have a better 60' than the turbo , but hopefully the turbo will make up for it in the end .

If not I can always turn up the wick a little . 

Best Procharger #        10.51 @ 130mph  with a 1.55  60'

Exhaust sound : 

<embed width="448" height="361" type="application/x-shockwave-flash" wmode="transparent" src="http://i151.photobucket.com/player.swf?file=http://vid151.photobucket.com/albums/s152/cedoz/open-Clip002.flv">

I finished " Frankenfilter " !     

Estimated flow 1400cfm .        I will still run it open at the track but this should be way adequate for street driving . 




















 I mounted the solenoids for the AMS 500 , now I have to order the right length braided lines .)

                                                         

[blown385]

Well I had the exhaust coming out the side in front of the right rear tire , then thought better of it .  It was quite loud with the single 4" muffler , and had a lot of interior resignation . So , I decided on two in line and out the back instead , since I had the room . 

I dont think the second muffler or the extra length will hurt the power ..............Do you ????   

Dont look to long at the second pic , it will put you in a trance . lol !   Might even make it my screen saver .

[blown385]

Well after driving around quite a bit , and trying some different jettings and squirters , ect . , it runs really good as long as I ease into it and not give it to much throttle .  If I stab it , it wants to bog and is real sluggish . So it got me thinking ,  it acted the same exact way when I tried running the blow-thru carb N/A when I had the blower off .  Its almost the same thing with the turbo , since its not getting that ton of air that the blower pushed even at idle , not to mention right off idle during the transition , its acting the same way it did N/A with that carb .

When I run the motor N/A with a Holley HP carb its very responsive down low and at the hit .  With the blow-thru carb set up the way it is and making no boost down low like the blower did it just falls on its face and cant spool the turbo quick enough .

Soooooooooooooooo , I called Bob at The Carb Shop .  He said the metering blocks need to be re calibrated .

Blown385: Do they have some kinda BRPV?

I dont Bob belives in them . LOL

I've already talked to Kevin , just in case .    I really hope The Carb Shop gets it right , because Kevins turn around is not looking good right now . Hes VERY busy .

I'm glad to see that The Carb Shop is taking the time to get it right on the dyno before shipping .

Another day goes by with no call though .

ITS BACK !   With spy photos . 

Came back with a jetting of   73/75

Rain is clearing out , so I think its time to get this thing back where it belongs !











Looks adjustable to me


They reference it by drilling next to the vent tube

[blown385]

Of course I've already went for a ride ! 

Roads are a little damp so I haven't really got into more than 5psi , Just enough to test the PVs .

All I can say so far it is ....................... FLAWLESS !

Fired it up and it was way fat at idle .   Noticed the idle screws were turned way out , so turned them in until i got a good idle at  ( 13.5:1 )

AFR's drop quickly into the low 11's as it sees boost , and it stays in the 13s at 1/2 to 3/4 throttle ( no load )    Edit >   Cruise is also in the 13s .

No hesitations either .

This is right out of the box !

I'm impressed .

Oh yea , and the mufflers sound great . 

[blown385]

It seems to spool the same .   A little slow in my opinion , but this is my first turbo so what do I know .   

It spools much quicker from a roll , but I guess that's obvious .  It has no problem spinning the tires from 45mph even at 7 psi so I think its going to run good when I can get the boost up .

Good news is I'm actually seeing 2psi on the 2 step at only 2400rpm .   I bumped it up to 2800 but haven't had a chance to check it .  Then I'll try 3000 and see if the brakes hold .

Seems to be fat when on the 2 step so far and doesn't want to leave hard from 2400 .

It actually leaves better just stabbing the gas like I did with the blower .   I mean , the motor is no slouch  N/A . 

I guess I have a TON to learn .

Doesn't look like I'll make it to the track tonight .

AMS doesn't seem to be working .    I'm going to go over the wiring and see if i can figure it out .  Seems to be running on spring pressure .

Seeing only 7 to 8 psi even if I turn the controller to 5  ( spring + 5 should make 12psi ) so its obviously not working .


Anyway here's the sound of the mufflers :

<embed width="448" height="361" type="application/x-shockwave-flash" wmode="transparent" src="http://i151.photobucket.com/player.swf?file=http://vid151.photobucket.com/albums/s152/cedoz/mufflers3.flv">

[blown385]

i would want both the gate port and AMS to get the boost signal from same place. Best is turbo compressor outlet

You mean from the side of the gate to the turbo instead of the hat like I have it ?

I also found that the BOV wasn't properly sealed at the flange .  I'm not sure how much that would have bled off but even when I added more on the AMS it didn't change .

im thrilled for you on the BRPV's...   that must be a BRAND NEW thing for them.  glad its all working for you!

They SEEM to be working good .  But it seems very fat on the 2 step . Like it doesn't want to leave hard when I let go of the button .

I will do some test today .

I'm going to power up the AMS , disconnect the ref line from the compressor , and put a gauge on the wastegate line .  I'll add air to the increase solenoid and see if its putting the proper amount of pressure to the wastegate line . 

Pretty simple really .

If the AMS is controlling the amount of pressure to the gate , then the problem is something else .

Hell , it could have been the BOV .   I haven't run it since I fixed that .

Its still dark outside , but I want to get on this thing now !

I wonder if my neighbor will mind .    6:00am is a reasonable time to fire it up .......................Right ?


Eh ............. I'll just do some test and also install my boost sensor for my data logging for now .                ( neighbor gets lucky )

Test complete on the AMS .

Works perfectly .    When I put pressure to the solinoid it controls it to the exact number .  Dial set at 3 , reads exactly 3psi at the line to the gate .

Need a test drive but its still a little early to fire it up .     
 
 

Well , I decided to just turn the boost up until I saw a change .

I turned the AMS to 7 and the BOV started bleeding boost , so I put the next stiffer BOV spring in and turned it to 8 .

Now its making 10 to 11 so now I know I'm getting somewhere .

It feels really good at 10psi and its making boost quicker . 

Video of 7 psi kinda just rolling into it .

Not to fast but it gives you an idea of how the exhaust sounds .

10 psi is like night and day !     I'm going to go out on a limb here and say I think it will run tens on 10psi . 

http://www.youtube.com/watch?v=sdnTmMZUtr0

[blown385]

Maybe its just because I've been without boost for so long , but it SEEMS faster at 10psi that it did with 15psi on the blower . ( at least down low )

The power comes on real fast with the turbo at 10psi and seems to be more aggressive than the blower did at 15psi .

The blower pulled harder up top only because it was making 15psi by the time it was up on RPM .

I cant imagine what its going to be like at 15psi with the turbo . 

I think there will be traction issues .   

I know when I took my truck fron 7 to 11 psi it was night and day difference. Good to see it is running. What boost did you run on the street with the blower?

I ran a pulley that made 15psi at 6400rpm . Street and Strip . 




I'm going to get it out to the track and get some base runs in on Weds .

Maybe a pass on pump gas at the 10psi . Then switch to race gas and bump up the timing and boost a tad .

I wont even worry about the 2-step for a while . 

Its hard to explain but ............. 

With a blower and a turbo , when your not in boost its like you just driving around on motor . Well the difference is , the turbo isnt starving the motor of HP like the blower does . So when its not in boost the turbo motor runs stronger than the blower motor , which makes it much more responsive when your just cruising around .

I like it !

Thanks for all the replies . 

Yea , try and make it out .       

I really just want to get some AFR and Boost data , but I am very interested how its going to run on pump gas and 10psi .

what time is tnt at OSW wednesday?

Weds and Fri  6:00 to 10:00




I have a boost sensor , that I ordered from Altronics for my Data Logger , to install .  I cant use it until Mon. because I have to call them so they can take me through the steps to activate it .  ( that way they make sure you buy THEIR sensor ) 

I'm going to tee it to my line that goes to the Digi 7  and boost gauge .

By the way , I put air to that line to check it , and noticed that the Digi 7 read 1.5psi more than my gauge .  So it could be making more than 10psi right now .

Chances are the Digi 7 is more accurate than the Auto Meter .   It will be interesting to see where the Altronics numbers fall in .

  Now I'm not sure if I will be ready for Weds . 


There seems to be something wrong with my BOV .

Sometimes it wont open on a vacuum , and it wont stay closed under boost .

When I put the heavier spring in it worked great and made boost  .   Now today its not working properly and wont make boost .

Motor is sealed up good , and oil is clean with no signs of water .  ( just changed it yesterday )

Its got plenty of vacuum on the line which is braid and connects to the carb spacer . 

I think the BOV has a leaky seal or something , and I found fuel in the BOV both times I opened it .

The only way fuel can be getting in it , is if the BOV wasn't air tight ............right ?



I PMed dman since hes the quickest in the business .   

[blown385]

i might be confused but didnt you say your talking her to the track tonight?

Just got back .

two runs tonight and a quick comparison for ya . 

Blower  went 10.50s @ 130 with a 1.5 60' on its best day with 15psi and 30º of timing .

Turbo goes 11.50s @ 127 with a 2.1 60' ( just leaving off idle )  at get this ...................10psi and 26º of timing .

I think I'm going to like this .   

If I could cut the 60' back to 1.5s this thing will run in the 10s on 10psi and low timing .

If I ever get it dialed in I think it should be a beast at 15psi !

Time to start looking into better brakes and I will probably start thinking T-brake if it doesn't leave off the better brakes .

Thanks .

I was screwing around today with the 2-step . 

With the E-Brake on ,  I can build 3psi at 2800rpm .   I then pop off the E-brake and as its pushing through the foot brakes I let the button go .

The tires blow off instantly , so that's a good start .  I guess .      

The motor doesn't bog at all and seems like it will be lean enough leaving off the foot brake . I really wont know until the slicks are on and there is full load .

I think a lot of my problem might be in my converter .   ( 3000 stall )   What do you think ?

I'm also wondering if the Hydro-boost brakes will make that big of difference since the rest of the brake system sucks . ( remember were talking 90 Chevy Pickup light duty brakes ) 

What year make and model Chevy did the Hydro-Boost come in again ? 


I want to do something soon .

Easiest fix would be the T-Brake .   But remember I'm still trying to keep this very steetable .  Plus tow .     I know .   

 

for about that are less you can have a t-brake can't you?

I think Kens Performance here locally gets somewhere around $900  for his basic TH400 with brake .

He says its not worth rebuilding my current one because of the cost .

This way I'll have two trannys , just in case I either dont like it , or if i have any problems with it  .

    I forgot to call PTC yesterday also .

I'll try to make some calls today .

I'll try the two big shoes on both sides first .

Then maybe look into the rear disc .

I think just the safety aspect of having better brakes should be looked at regardless of weather I end up with the T-brake  .

I would love to get the 60' times in the 1.6 to 1.5 range , if I can do that off the foot brake then I'll be satisfied . 

 

I started a thread on reliability of the t-brake on the street .


I dont think its gonna matter because I think my mind is already made up .


I think I'll put on some better grade U-bolts on and double check the welds on the perches .   

being a guy who builds performance GM autos, let me chine in a little more here....

1st - Although a t-brake will definitely shock the driveline/tires harder than a foot brake launch, it still doesn't have the initial hit that a clutch car does. The converter still absorbs some power and cushions the "hit". A transbrake puts half of the fluid into low gear, the other half into reverse(inthe case of the th400, low and reverse use most everything the same except rev uses the direct drum). The input and trans internals are fully loaded by the converter, but can not turn until you release the button, which dumps the fluid from the direct clutches, enabling low gear.

2nd - You can downshift, but you should not be looking to do so as a deceleration(engine braking) or while on the go pedal hard. Downshift first, then roll on the pedal. - This is mostly due to the exclusion of the intermediate band(which is part of the vb change). The intermediate band also increases wear on the direct clutches. If it doesn't release before the direct clutchs start to apply(impossible) it creates extra resistance thus burning the direct clutches more.

3rd - The infamous Th400 sprag.... - Do not lift while spinning the tires in 2nd, and/or do not upshift into 2nd as you lift from spinning the tires. Always go to high gear before lifting(from a full throttle assault). The sprag is holding in 2nd, shocking it is what can cause the "dogs" to pop past center and let go(usually breaks the cage and/or the retainer) . slow67, you/your father have yet to over-power the sprag, otherwise initiating a dry burn-out in 2nd would have caused problems (guessing this was mostly coming through a water box, which would be why you've been ok thus far). I have always used 1-3 to do my burn-out. In my 10+ years and my fathers 40+ racing we have never hurt a 34 element sprag, even behind the blower motor.

blown385 - the pump gears cost less than $35. Rebuilding the pump yourself(as needed) would be much cheaper and is not very hard. With the work we've seen in this thread I'm sure you could do it. - it may occassionaly need to be milled, thus at that point you might just swap it for the $150, but usually it's just the gears needing replaced and maybe the pressure spring.

[blown385]

MERRY CHRISTMAS

[blown385]

Not sure about the comparison .

The Procharger made instant boost and could 60' in the 1.5s . ( not to shabby at 4400lbs )  I don't know how much the T-brake would have helped .


   Forgot to tell the Tranny guy that I need a long tail shaft TH400 .   

         I CANT BELIEVE THAT SLIPPED MY MIND !

I need it because everything is configured to it .  Drive shaft and exhaust mainly .

You gotta love being able to do that lol. I did the same thing when I switched from a 3 speed to a Auto trans, which works great BTW  What you hoping for 60' wise with the brake?
Bowtie Guy

I'm hoping for 1.5s .

Like it has done in the past .................. I'm not greedy . 



I had a problem with my BOV again yesterday .   It got stuck opened a little again even with the heavy spring .   

When I took it apart , I found the o-ring was damaged , but I dont think that was it . 

Whats odd is one minute its making 11psi then the next its only making 9psi .  Not bleeding down either , thats ALL it will make sometimes .

Anyway I suspect the BOV .

I'm going out today to try to find the O-ring for it . 

Is it OK to block it off just for test purposes ?

The tranny guy called .

ITS READY !

I put my tranny in today .   Only thing I have to do is wire the solenoid , put fluid in it , and fire it up . 

BOV will be back Mon.   They said the O-rings and the inside of the cylinder were getting dried out by the fuel that was getting into it .  When the lubrication that they put on the O-rings in the BOV gets washed off by the fuel they dry out and the piston started to stick .

They suggested that I use a different Vac. source . ( I was using the carb spacer )   I'm going to tee into the reference in the rear of the carb that's used for the brake booster , and see how that works .

[blown385]

Just thought I would take a pic before she came off the stands .

Looks good.  Have you got the t-brake wired in the cab yet?
Bowtie Guy

JUST walked in from testing the brake .

Not sure whats going on , but here ya go .

I blocked off the BOV and put it on the T-Brake . ( no two step )  I  Floored it and it went to like 5000 rpm and made almost full boost ! ( 10 psi )

It spit a little fluid out of the vent tube , and I also saw temps leaving the tranny as high as 250º .

AFRs at full throttle on the brake were in the 11s .

Whats happening here ?   I thought it was only suppose to rev to the converter stall .

I'm going to let it cool and put it on the two step at 3000 and see what it will make .


EDIT :    Is the stall so high because of how much torque its making with that much boost ? 

Cool .

Update :   Got the lap top and set the two step at 3300rpm .............. its making 6.5 psi .    Temps leaving tranny -   220º


 

Got the BOV back from JGS today . 

Everything is working great .   I ran the truck a few minutes ago and the tranny seems fine . Maybe I just wasnt paying enough attention . 

I shifted from 2nd to 3rd on the shift light ( 6200 ) , there was a slight RPM drop and it pulled good in 3rd .


I'm heading to the track Wednesday . 

Temps will be a little on the chilly side so track conditions might not be ideal .  Orlando Speedworld and cold temps do not mix .

For all of you Northerners , temps on the chilly side here are when they're in the 40s .  Should make some power though  . 

I hope I don't embarrass myself to bad trying a T-Brake for the first time EVER .   Maybe I'll get some funny video for ya !

I'm going to run 10 psi for now until I figure everything out .  Once I get it running the best it can on 10 psi , THEN I'll turn it up .

[blown385]

Well , the track was OK for the first run , which I screwed up on my shifts because I was so shocked by the T-brake . LOL !

But the second run I hit all my shifts and was on a good run but it got hairy at the 1000' mark and I had to get out of it . Track was cold and I think there was moisture at the top end .

Here's the two time slips . It was definitely picking up one the second run , and I think it would have run a 10.4x if I could have stayed in it .

This is leaving at 3300 rpm , and according to data logs , only like 1 or maybe 2 psi .  I think that cant be right though , and I never looked at the gauge  )



Here's a video of the second run .  I think I see a little daylight under those tires .     Wayne has video of both runs that he will post later . Thanks Wayne . 




I'm very satisfied so far .  I would have never thought I could equal my best time on the Procharger with 5 less pounds of boost and 5º less timing with the turbo .

If this thing is running like it is on 10 psi , I cant see why it shouldn't be able to get in the nines on 15psi .

Only time will tell .

[blown385]

Here are a couple more videos for everyone to enjoy. I can't wait until it gets turned up some more and actually launches out with some boost.

Run 1 http://www.youtube.com/watch?v=-isX5upLm6g&feature=channel_page&fmt=18

It's a little tough to see in the video, but the left front definitely came off the ground a few inches.

Run 2 http://www.youtube.com/watch?v=8-egKaSNjMU&feature=channel_page&fmt=18

How did your video look on the HD tv Dave?

Thanks Wayne .    You can barely see the wiggle down at the end of run 2 in your vid .    That was scary ,   I've never had it do that !

Well........... Looks like that truck ran GREAT.  Onto the carb though..................
It looks like you are going to need to open those BRPV's up sooner. There anyway you could get ahold of the carb shop to see how to adjust them for a certain boost #? It looks like it might want to be open around 3psi or so..... Also, do you know what your PVCR's are? And what size your HSAB's are? IMO I think it should be alittle richer than that. I'd shoot for 11.5-12's for AFR.
Bowtie Guy

Thanks .    I noticed the AFRs creeping up on some test runs I made earlier on the street a week or so ago .   So I call The Carb Shop and they thought the same thing you did .  They have already sent me another BRPV that opens at 3psi , I just didnt want to put it in until after I ran it at the track ..  They think the 5psi valve is not opening all the way with only running 10 #s of boost .   It was only creeping to 12.0 before , so I'm sure the colder air played a part in the slightly higher AFRs .   At only 10 psi and 26º timing I think it was still safe .

Not sure on the HSABs  .  I'll have to check the PVCRs again ,  I  think  the secondary is .091 , not sure on the primary .

Wow that is impressive.  It is kind of weird that A/F does not follow RPM.  Could there be a supply problem?

Thanks .........You could have a point there .  I don't think its a supply problem , but it could be a vent problem .  I use a 4 gal fuel cell at the track for race gas and I think the vent might be too small .  The AFRs , when on pump gas using the stock tank ,  are flatter .   Even though it did flatten out at 12.2 once it got there , in the graph above .

sooo how do you like the turbo thing.

I am very impressed !    Sounds cool too .        

Iv bin watching your build for sum time now, and I was very impressed with your attention to detail with your whole build, you are a true asset to the hot roders community. Very imprested with your fabrication skills as well. Nice to see a heavy weight knock down the tens with authority !!!

Your comments are very appreciated .  Thank You .   

Looks great man, congrats! - I'd try leaving harder. As previously stated, you may want to build boost against the brakes in the pre-stage beams and just hit the t-brake as it starts to over-power the brakes and rolls into the stage beams.

Nice times one way or the other.

It would be nice if I could do that .  Maybe with some practice I can get the hang of it .   

We were going to step it up to 4000 but the track was to risky so I just hung it up .    There's a points race on Sat. and the track will be better then .

What do you think of 15% slippage on the converter .  I hear many different opinions on this .   My tranny guy said his is 16 % if not higher . When he tightened it up it went slower .

I spoke to PTC and they said they will call me back after they see what they did to it before , because they did tighten it up once before and it went slower . So we loosened it back up .    (This was with the blower though , leaving off idle , or about 1200 rpm )

Another question : With a pick up truck being as square as it is , it pushes a lot of air . Will that contribute to converter slippage ?


EDIT :     I just got off the phone with PTC .   They say they could put a nitrous top on it and that should get it where it needs to be .  They told me the nitrous top has longer fins and grabs the fluid better .

He also fells its too loose and will only get worse with more boost .

He did mention it will probably take slightly longer to build boost .

Yeah, your on a roll, don't stop now!!!! It's only money, you'll make more!!!

The only problem with dumping the truck down is that if you see that truck at the Lowes parking lot, you wouldn't think anything of it, just walk by. That's what's funny about mustangs, my 4 banger looks just as fast as Wendy's car. You just never know. I would like to see the truck leave with 10-12psi, i think it will be a different truck!!!

john

LOL .    Your absolutely right .  One of the things I like about the truck is the stock look and stance of it .  But a couple inches probably wouldn't hurt the look , and if it helps it stay a little more stable at the top end , that would be great .

I think another thing that could help it is to get rid of the  Tonneau Cover  . I think it catches a lot of air , because it sucks in if you know what I mean . 

But then again , there goes the look I like .   Not to mention it will probably need the rest on the cage added if I want to run it at its full potential .

Its starting to look like I either loose the sleeper look of the truck or just be happy running low 10s  . I think its pretty safe the way it is for a street truck running low 10's .

On one hand I like the idea of trying to push it into the 9's , on the other hand I don't want to mess with look . Which in my opinion is the best looking truck Chevy has ever made .

I might be a little bias though . 

[CW25]

Nice condenced version. Do you want all of us post whores in here or go to the other thread???

[blown385]

Nice condenced version. Do you want all of us post whores in here or go to the other thread???

Post up anytime you want . 

I was going to catch up to the thread and then probably ask if everyone can just post in this one . 

The other one is getting long and there was alot of us just shooting the shit with each other while waiting on parts and stuff , so I thought I would make it easier to read .

Dont get me wrong , I like the bull shitting .   And by all means keep it up in this thread too . 


I've managed to condense 33 pages into 1  . LOL   .    I'll try to get it caught up with the other soon , and we can just continue here .

If anyone REALLY wants to read the whole thing its always there . 

[blown385]

Heres what happens when your finger accidently glances the T-brake button/2 step button while shifting into 3rd .   

http://www.vimeo.com/3027908

[blown385]

Took a quick break to post some pics of the tank install .

It has taken me 6 hours just to get it hung .      

The Corona helped .   

I decided on drilling and taping it to 1/2" .  Making the two -8s into one -10 would have cost a small fortune .

Its going good so far , but what a bitch .

In the one pic , it looks like there is gaps between the tank and straps but that is just the thick rubber I have between them .

The RCI filler neck is pretty nice too . 

They Y behind the tank with the valves on it is how I switch from cell to cell .

[blown385]

 
Got back to the track .     AFRs not staying flat 


first pass 10.67 @ 128.3   
  second pass was a throw away . 
  third pass 10.66 @ 127.2   ......................... added 3psi at the compressor and seen no increase in boost .  wastegate spring ?
                   
  Also ,  3rd pass was hot lapped .

1st :                                                        3rd :
        60'  ... 1.56  leaving at 3300                       60' ... 1.49  leaving at 3700  .......still dont know how much boost for sure , but I think its 5psi             
       330  ... 4.45                                             330 ... 4.39
       1/8  ...  6.85                                             1/8 ... 6.80
       MPH ...102.8                                            MPH ... 101.9
      1000 ... 8.91                                            1000 ... 8.89
       1/4  ... 10.67                                            1/4  ... 10.66
       MPH ...128.35                                           MPH ...127.19
       
        Timing 25º                                                 Timing 25º
       AFRs at the top end 11.9 / 12.0                   AFRs at the top end 11.8 spraying 70/30 water meth at 9psi
       AITs at top end ....  150º  at hat                  AITs at top end ....  95º at hat

       Seems to run a hair faster with AFRs around 12:1  with the low timing .  I'm assuming thats why it slowed down when I added the Water/Meth .

        Or it could have been that I held it in 1st gear a tad long . 

1st run :





2nd run :





I have to put a video of the 2nd pass even though it sucked , because I love seeing the wheels come up . 

Second video looks like there is fluid coming out in front of the left rear tire .   Not sure what that is , but if it was fluid it wouldnt have had a 1.49 60' .
Maybe just the video , but it sure does look like fluid .

[blown385]

Oh yea , another thing ................

I still don't know why the 5 jet changes didn't do anything , because it obviously wasn't the trash in the filter .  With no changes other than the new tank , I only seen AFRs drop .2 . 

The AFRs start in the mid 11s an climb close to 12.0 and stay flat through 3rd gear .   

If I was running out of fuel , I dont think it would flatten out like that . 

Power valve ?

Air Bleeds ?

I'm thinking of blocking off the HSABs and see if it flattens out sooner .


But that still doesn't explain the 5 jets with no change .

Well it looks like I've got a couple issues to work out before messing with the converter .

I'd like to know why i cant add boost for one , and I'd like to get the carb straight also .


I am loving the way its leaving for sure .  The last pass when it cut the 1.49 60' , the dash mat came off the dash .   

I guess thats how I'll know if its leaving hard enough .  Funny thing is , the way I use to know if it 60'ed good during a run with the Procharger , is that the radio would come out of the dash .   

Yea , I'm glad the boost part was simple .

I blocked off the HSABs on the secondary side and it seemed to help  , but its still creeping up the longer I hold WOT .   The air bleeds were very small to begin with .

The AFRs start very low ( like high 10s ) and creep up to 11.6 .But again ......this is only about a 5 or 6 second run and I still have the water/meth on. (70/30)

This is at 12psi of boost .

Could this be the dreaded BRPV flutter ???????????????      Maybe its time to hold the PV open with a signal from the compressor  .

Or ......... maybe I should be happy with it and move on , as long as they stay at or below 12:1 as I add boost .

I would like to see it leaner to start with though .

I could also try the other style BRPV .

[blown385]

Adam ,   At the track , you were asking about the cam :

[blown385]

I was out wiring the sending unit on the tank today .   While it was on jack stands I decided to put it on the brake/two step to see what kind of boost shes making .

I saw 9psi on the boost gauge at 3700rpm .   

Went to the track tonight to get some idea how shes running .  No video ..............  feeling no love and couldnt get anyone to go with me . 

New best times !     


1st pass ............ 11.5psi                2nd pass ...............11.5psi

Timing .............. 24º                      Timing ................. 25º

water/meth .....yes                          water/meth ......no 

AFRs at the top  11.4                        AFRs at the top  11.5

AITs  at the top  84º                         AITs at the top   134º

2 step at 3700rpm                             2 step at 3500rpm

60' ............. 1.52                           60' ................ 1.53
330 ............ 4.35                           330 ............... 4.33
1/8 ............ 6.71                            1/8 ............... 6.66
MPH ........... 104.33                         MPH ............. 105.46
1000 .......... 8.74                            1000 ............ 8.68
1/4 ............10.47                            1/4 .............. 10.39
MPH ........... 130.08                         MPH ............. 131.57



Spun a little on the first pass so I lowered the 2 step a hair .................... It helped the tire spin but not the 60' .