Bye-Bye F.I.
02-17-2009, 07:36 AM
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Bye-Bye F.I.
Hello Everyone,
Mykk here, the guy who built & stuck a L31 SBC into his 2004 RCSB.
Well, I figured I'd provoke another WTF!! OMG!! GTFOH!! what was he thinking, how dumb.... kind of thread.
Since my engine swap I've been daily driving my creation, and was having nothing but PCM & fuel injection problems.
It was stuck in open loop, DTC's for unresponsive o2 sensors, drinking 6-8MPG without delivering any kind of power. As soon engine rpm would hit the converter stall speed it was just a pig. The fuel map was way to rich and the 0411 PCM was un-responsive to any tuning done via HPTuners.
Shops & garages and tuning shops all kicked the truck back to me saying to could not find the problem.
So I said to hell with it, and ripped off the fuel injection.
Professional Products 52028 Cross-Wind manifold for Vortec heads (Edelbrock RPM Air-Gap copy)
Summit magnetic trigger aluminum distribuor
Edelbrock 1407 750cfm carb, jets & rods 4% lean for altitude. Modified with a TPS and mounted backwards on the manifold for the accelerator cable, fuel lines & TPS harness. Mallory 4309 fuel pressure regulator
Despite the fuel pressure regulator, the in-tank fuel pump was creating too much PSI for the return line back to the tank. So now for the 2nd half of the project.
I put the trucks original V6 6243 PCM back in place, and have yet to do the DTC tuning. But as long as the PCM has a CKPS, TPS, VSS, ECT, & oil press sensors it can control the factory 4L60E and gauge cluster/message center
the fruits of my labor...
first fire up: no ignition or carb tuning.
http://vimeo.com/3075250
After setting a base timing of 12 degree / Max of 34 and adjusting the idle speed & air screws
http://vimeo.com/3125480
(the foam air cleaner was temporary, and I didn't notice the rich black smoke until I was filming. I stepped the accelerator pump down a notch and it cleaned up that smoke)
It is a world of difference from all of my F.I. problems. However there is still something hanging up here, and I beginning to wonder if I didn't get the cam timing exact with the geardrive install... in a coupe weeks I'll tear her down and pull out the geardrive for a double roller (or a vortec era single)
By than my girlfriend and I would have moved into a house and I'll finally have a garage!
I am also thinking that with F.I out of the way I might go from my current 218/228 112 cam to something along the lines of a 230/240 110
Oh BTW, think I'm unique? Here is a carbed 383ci in a 2003, I've been helping/answering question with this guy since he started his build.
http://www.youtube.com/watch?v=9kUg_...eature=related
http://www.youtube.com/watch?v=Zs77Udu3bns
The only thing he did different was use different LSx to SBC motor mount adapters and has his engine sitting a bit farther forward than mine. I'm still going to try and sneak mine about 3" more forward. Hw aslo used a TH400 instead of a 4L60/80E
Cheers ~Mykk
Mykk here, the guy who built & stuck a L31 SBC into his 2004 RCSB.
Well, I figured I'd provoke another WTF!! OMG!! GTFOH!! what was he thinking, how dumb.... kind of thread.
Since my engine swap I've been daily driving my creation, and was having nothing but PCM & fuel injection problems.
It was stuck in open loop, DTC's for unresponsive o2 sensors, drinking 6-8MPG without delivering any kind of power. As soon engine rpm would hit the converter stall speed it was just a pig. The fuel map was way to rich and the 0411 PCM was un-responsive to any tuning done via HPTuners.
Shops & garages and tuning shops all kicked the truck back to me saying to could not find the problem.
So I said to hell with it, and ripped off the fuel injection.
Professional Products 52028 Cross-Wind manifold for Vortec heads (Edelbrock RPM Air-Gap copy)
Summit magnetic trigger aluminum distribuor
Edelbrock 1407 750cfm carb, jets & rods 4% lean for altitude. Modified with a TPS and mounted backwards on the manifold for the accelerator cable, fuel lines & TPS harness. Mallory 4309 fuel pressure regulator
Despite the fuel pressure regulator, the in-tank fuel pump was creating too much PSI for the return line back to the tank. So now for the 2nd half of the project.
I put the trucks original V6 6243 PCM back in place, and have yet to do the DTC tuning. But as long as the PCM has a CKPS, TPS, VSS, ECT, & oil press sensors it can control the factory 4L60E and gauge cluster/message center
the fruits of my labor...
first fire up: no ignition or carb tuning.
http://vimeo.com/3075250
After setting a base timing of 12 degree / Max of 34 and adjusting the idle speed & air screws
http://vimeo.com/3125480
(the foam air cleaner was temporary, and I didn't notice the rich black smoke until I was filming. I stepped the accelerator pump down a notch and it cleaned up that smoke)
It is a world of difference from all of my F.I. problems. However there is still something hanging up here, and I beginning to wonder if I didn't get the cam timing exact with the geardrive install... in a coupe weeks I'll tear her down and pull out the geardrive for a double roller (or a vortec era single)
By than my girlfriend and I would have moved into a house and I'll finally have a garage!
I am also thinking that with F.I out of the way I might go from my current 218/228 112 cam to something along the lines of a 230/240 110
Oh BTW, think I'm unique? Here is a carbed 383ci in a 2003, I've been helping/answering question with this guy since he started his build.
http://www.youtube.com/watch?v=9kUg_...eature=related
http://www.youtube.com/watch?v=Zs77Udu3bns
The only thing he did different was use different LSx to SBC motor mount adapters and has his engine sitting a bit farther forward than mine. I'm still going to try and sneak mine about 3" more forward. Hw aslo used a TH400 instead of a 4L60/80E
Cheers ~Mykk
Last edited by 04SilveradoMykk; 02-17-2009 at 07:57 AM.
02-17-2009, 08:27 AM
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What, you think the carb swap was purely for the loathe of F.I or even the mis-understanding.... nay
401hp/426tq with a edel 750cfm & air-gap, using the same engine internals & valve train that I have.
http://www.carcraft.com/projectbuild...all/index.html
or how about a 440hp Vortec headed 357ci (like mine) with a Comp 274 Xtreme Energy cam. Also with a Edel 750cfm & air-gap.
http://www.carcraft.com/techarticles...ine/index.html
where as the same engine combinations with F.I. tops out around 370ish, now imagine if we went with a real carb like a speed demon
401hp/426tq with a edel 750cfm & air-gap, using the same engine internals & valve train that I have.
http://www.carcraft.com/projectbuild...all/index.html
or how about a 440hp Vortec headed 357ci (like mine) with a Comp 274 Xtreme Energy cam. Also with a Edel 750cfm & air-gap.
http://www.carcraft.com/techarticles...ine/index.html
where as the same engine combinations with F.I. tops out around 370ish, now imagine if we went with a real carb like a speed demon
Last edited by 04SilveradoMykk; 02-17-2009 at 08:35 AM.
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02-17-2009, 08:45 AM
#8
What, you think the carb swap was purely for the loathe of F.I or even the mis-understanding.... nay
or how about a 440hp Vortec headed 357ci (like mine) with a Comp 274 Xtreme Energy cam. Also with a Edel 750cfm & air-gap.
http://www.carcraft.com/techarticles...ine/index.html
where as the same engine combinations with F.I. tops out around 370ish, now imagine if we went with a real carb like a speed demon
or how about a 440hp Vortec headed 357ci (like mine) with a Comp 274 Xtreme Energy cam. Also with a Edel 750cfm & air-gap.
http://www.carcraft.com/techarticles...ine/index.html
where as the same engine combinations with F.I. tops out around 370ish, now imagine if we went with a real carb like a speed demon
02-17-2009, 08:49 AM
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