While trying to solve the low RPM running of my engine I thought maybe my EGR ports were not plugged well so I spent a day taking off the turbo and manifold, more thoroughly blocking the EGR – no effect. I was also able to set the injector transition below idle. It runs the same on either the primay or secondary injectors. The timming is checked with a light, and both sets of plugs seem to be working properly.
Here are my current issues submitted for your perusal:
Problem 1: It runs great over about 1900-2000 RPM, but slowing down through that speed (a MAP of about 14) it begins to run rough and requires an extra rich mixture to run at all. The MAP also goes up to about 17 or 18 despite a fall in RPM. It is as if when the RPM gets low it cant suck enough vacuum then the computer starts using the wrong part of the MAP table. I am about ready to set the idle at 2000 and say problem solved. Sound reasonable or is something wrong?
Problem 2: I was very disappointed to discover that turning off the alternator makes the engine barely run, especially with any other electrical load, even with 2 batteries connected. They are fresh healthy batteries. The voltage drops from 14.2 to 11.5. If running at less than 2300 RPM when the alternator is turned off the engine begins to surge or stops running all together (however, running on just one set of coils improves the problem.) If running at higher RPM the engine will just sag a little.
This calls in serious issues about my electrical reliability. I may decide to install a switch to disable one set of coils, or trading the momentary switch that came with the EC2 to a regular 3 position switch. Those LS1 Coils sure do seem to need a lot of Juice.
Problem 3: (THE BIG PROBLEM) My coolant doesn’t seem to be flowing well, despite the fact that I have no thermostat and have welded the bypass passage in the pump housing. I ran for almost an hour at 3000 RPM with no apparent problem. Going up to 4000 RPM after that the coolant quickly overheated and boiled over. Surprisingly, the radiator was just luke-warm. Now I am really worried. I remember that someone else recently was having a similar problem but I lost track of how it was solved. I am considering some possible causes. A) My AN-16 hose (engine to Rad) maybe is just not big enough – unlikely because the fitting on the rad doesn’t even get warm. B) the Water pump sold to me by Adkins is really for a 3rd gen and is running backward. – possible because the outlet side of the rad seems to get warmer than the inlet side, but only slightly maybe and it is closer to the turbo. C) I have a flap of rubber partially blocking the outlet hose. D) The pump just refuses to properly prime itself. E) Maybe the thermostat bypass passage is not properly welded closed. – can’t see it because of the welded plate, will have to look with a dental mirror. F) ???? any input or other ideas?
Dave Leonard (still rather be working on these issues than shaping that exit duct)
Message
Rusty why not just 'tee' into the gas line from the tank? If you
get the tee close enought to the tank it shouldn't be to bad, it won't be gas
pump fast but... should work shouldn't it?
Jarrett
I thought about that,
but I'm reluctant to modify the new truck, particularly on the high pressure
side of the fuel line. I haven't listened to the pump, but on some
vehicles, the fuel pump comes on to pre-pressurize the system at the first
position of the key switch. I thought about putting a line after the pump
(which is probably in the tank), and using the vehicles pump to transfer fuel to
the plane. I'm afraid this would be pretty slow though.
The current thought is a
custom made aluminum tank, that's on wheels, but could be secured in the truck
bed. It would also have to have a nice ground wire attachment, to connect
to the truck, or plane as needed. The idea would be to also have
a cart on wheels at the hanger, which would be the same height as the
truck bed. I could easily roll the tank from the truck bed onto the cart,
then wheel the cart over to the plane. It should be high enough to gravity
feed into the plane, via a large line installed at the bottom of the tank.
Still thinking about it, but it's not my
biggest problem at the moment.
Cheers,
Rusty (finished the new W&B numbers, but
I can't post the results until tonight)
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