So since its upgrade season and this setup has gone more than i wanted which is great, I have a few upgrades to make and things to fix from the initial swap. So this engine came out the afternoon after the Dyno.
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Z S, on Flickr
And as you can see still has all the pistons so there was nothing wrong just some things I wanted to address. But as you can see Cyl #3 looks like it wasnt sealing just right but wasnt pushing coolant so probably getting close. Head gaskets looked good other wise so I reused them *GASP* on the new motor partly just to see and partly hoping i can get a good reading on the coolant press sensor when it starts lifting the head for data. I have new ones ready to go in if it happens though.
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Z S, on Flickr
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And heres the #1 plug after the dyno, still money for safe and they will be good enough to get the startup and drive tuning on the next setup. Then ill swap to some 7 heat range and compression check to see how healthy motor #2 is before bumping to #20 boost.
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Z S, on Flickr
So before I get to the upgrades I took a look at the engine bay and lines and found this little emergency that needed addressing. These lines were new 8 months ago and ran E85 almost 90% of the time. Needless to say they gotta go! So ordered some Redhorse NHRA accepted E85 compatible hose and will keep an eye on it over this year as if it starts going bad ill go hardline and PTFE.
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Z S, on Flickr
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Now for the upgrades and fixes from the initial setup. First up the newer engine thats going in is another 5.3l But a Gen IV over the Gen III that was in it. You can see the difference in rods which nets better power handling for an OEM SBE parts. Ans as usual gapped rings for boost .023 top/ .025 bottom. This one also got a cam, and tack welded the reluctor to the crank as they have a history of spinning or coming off on 2-step and i'm planning on adding that so since i'm in there. Also with eh Gen IV rods and flat top pistons that should rase my compression from 9.4:1 to 10.4:1 so it will be interesting to see where that goes.
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Z S, on Flickr
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Z S, on Flickr
And addressing a couple things from the initial install like the Power steering pump I believe was too high of press from the GM saginaw to Ford Saginaw Steering Box. So got a borgeson pressure reducing kit and estimated came down form 1100 to 850psi so we will see how that does. Also replaced the stock plastic pulley with a more robust metal OEM pulley so i can actually get to the bolts due to the windows in the pulley.
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Z S, on Flickr
And for the exhaust I initially made the crossover without the gaskets in the mani's and was a hell of a fit on the initial install so cut out the flex bellows and aligned everything and fits like a glove now. Also had the Turbo log manifold machined flat as it was slightly warped from fab and going to fast (lessons learned). So that should take care of any minor exhaust leaks I had.
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Z S, on Flickr
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Z S, on Flickr
And then as seen earlier in the thread Im adding a LS6 intake and 75mm ported throttlebody. All OEM parts but the LS6 over the LS1 is noted to have 25-30hp increase everywhere.
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Z S, on Flickr
Another tweak Ill be making is the oil feed fitting. I will be adding a 1/16" restrictor as the full flow -4an (1/8") is too much and if idling for a few minutes w/ 36psi oil press has a slight oil smoke. So gonna restrict that down. Dont mind the wet oil as that was from sitting on the bench from the oil that was in the compressor housing.
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Z S, on Flickr
And then once all that is in there it will be time for more testing so also adding Exhaust Manifold Press and Exhaust backpressure sensors to see where the real limit is on this setup with FULL 3" exhaust nice and quite. Once i find that limit I will be making a new divorced downpipe to see that and then adding a Y just after the turbo with a LoudValve boost activated cutout on a solenoid so that I can keep the quite all the time or flip the switch and it will open at 2-3psi but still be quite out of boost. should be pretty trick setup.
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Z S, on Flickr
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And probably the most annoying thing im hoping to change with this one is the Hot start searching idle. I have relocated the IAT sensor to before the TB in the exit of the intercooler to try and eliminate the Hot start hunting idle. Seems the MS3 works better on that issue with a cleaner input so this shouldnt show as much IAT so the ECU wont pull fuel based on Manifold Air Density temps. SO yeas I now have pre and post intercooler temps and pressures to see where that chokes out later on too. If you cant tell I like data and proving if something is the issue at the time.
IMG_20190203_142413 by
Z S, on Flickr
So as of this morning this is where it sits and pending how weather goes I want to get the first startup and timing verification done tonight.... we shall see.
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Z S, on Flickr