I'm National Guard and deployed right now. But I handle property transactions with the eastern Armories a lot when I'm home. I visit Wilmington, Jacksonville, and New Bern fairly often.

 

Truck looks really good!!! Nice stance!

 

Thanks smoketrail, as does yours! Been following the build - those wheel tubs doe!!

Alright so I went back to 12-13psi and added methanol. Got it tuned halfway decently (still a little rich) and went to 18* timing (15* base with 3* added via IAT table). The truck didn't pick up any time or mph BUT converter slip increased significantly. Shift extension was about 600rpm, so I sent the converter back and had the pump changed from a 2b to a 3b. Hoping that this improves my 60ft, et, and mph. Should have the converter back on Wednesday so I might have results on Friday night.


Specifics about the meth pump are: stage 2 Snow Performance kit and I'm running two 625ml nozzles which equates to 19.8gph. I'm also running 100% meth (renegade). I feel that I still have a few degrees of timing to throw at it with the amount of 100% meth I'm throwing at it - probably throw 20* at it when I'm done.

I made a whole wiring harness for the meth pump and a dash top control panel. I did not want to spray meth while I'm staged on the line, so when the 2 step toggle switch is activated and my foot is on the brake no power is going to the meth control module. The left most red light shows when the control module is deactivated, the green light shows when the meth is spraying, and the right most red light indicates when the meth level in the tank is low.


Lesson Learned: Cutting power to the meth control module when the 2 step is activated and engaged is not the option - the amount of time it takes when launching off the 2 step between when I lift my foot off the brake and the time the meth actually starts spraying is too long for comfort. I will rewire the harness so that the meth control module remains powered when the 2 step is activated but power to the meth PUMP is interrupted via a relay when on the 2 step. If I had thought it through, I should've done that in the first place. So, ill let yall know how that works - I anticipate much better results.

Picked up a 54 gallon drum of Renegade Methanol too.


And I got the truck cleaned up and some decent pics.

 

truck looks awesome

 

Thanks man. Its a constant work in progress. I appreciate the kind words.

 

Progress has been slow, works been crazy, and I'm prepping for an upcoming move. I did go to the track but the converter was slipping bad - 600rpm shift extension. Pulled the trans, sent the converter back for a restall (went to a 2b stall from a 3b). Truck is all back together (still need a little wiring for the meth interrupt) and waiting to see what it'll do at the track but I have some work to do first:

1) Came to the realization my rear axle is a little too tight so that's going back to the shop to figure out whats going on (I should probably learn how to set up rear ends since that's pretty much the only thing I haven't done on this truck). I pulled the calipers and verified they weren't dragging. My guess is that I screwed something up when I pulled the axle shafts and changed to backing plates to accommodate the smaller brakes but I have no idea. Truck goes in on Monday so hopefully it'll be an easy fix... This issue could have been causing the bad converter slippage so hopefully it's not too tight.

2) I think I'm gonna buy another wideband (currently have the AEM Uego). On the Meth, the UEGO Gauge reads 10.0-10.3 but the HPT Log says 11.2 (what I'm commanding). When I get around to it I'll attempt to read some plugs, but I'd like to verify with a wideband. Any recommendations on a wideband are welcome!

3) I also plan on getting a 4in trick intercooler here shortly and increase the turbo to intercooler piping from 2.5" to 3".

Currently the truck is on 13psi, 19.9gph of meth, and 18 degrees timing. Hopefully I'll have updates next week! I just want to get this thing running to its full potential...for once.

 

I can offer a little advice on the wideband issue. I ran HPT w/AEM UEGO setup for a long time. In the beginning I also had some variance between what the gauge showed and what the HPT log showed. This is obviously a fluke (non-existant) problem as HPT is only reading what the UEGO is putting out for a signal. In other words, HPT can't read its own wideband numbers, because there is no factory wideband. It is only taking the information (as a voltage range typically from 0-5 volts) given to it by the UEGO and converting it to its own AFR numbers based on a preset calibration in the HPT software.

Sometimes this can be related to a ground offset issue (you can read about this for miles over on the HPT forum). Once you have determined that you have the best ground solution and if there is still a variance, you can then proceed to do a custom formula to get the same readout info from the UEGO to show up in the HPT log. There are detailed instructions on how to do this also on the HPT forum.

If it where me, because the numbers showing in the HPT log are just a calculation based on information received from the UEGO, I would second trust the number on the gauge readout. I say second, because nothing completely replaces getting a good plug read. Of course you can't read a plug you've been driving around on. You need to install a fresh set of plugs, make a full throttle run then shut the truck off and pull all the plugs to get a true reading. Google is a major help with this too as it takes some practice to really know what you are looking at.

I see you've been a member for quite sometime, so I assume you've heard the above talked about before. If you're not a member over on the bullet, it is a tremendous source of good information. Just be humble and tread lightly if you're a new member. Those **** don't like newbies lol.

 

CircleD converters are not rated for truck applications (IMO). 2b is a very loose stall behind a turbo truck making some steam and a 3b would be useless I'd imagine. My 1A was almost perfect behind 950 rwhp could have been a bit tighter but would have required going to a 265mm unit

 

Thanks Blown06. Yes, I have read much of what you talked about above. So I've tried different grounding points: 1st I grounded to chassis ground, then the negative post of the battery, and finally I grounded the Uego to the ground on the VCM box - didn't see any difference. Furthermore, the Uego Gauge and HPT log seem very close at Idle/Cruising, however in boost the variance seems to increase significantly. I haven't tried changing the equation for the HPT WB because of this fact; factoring in a ground offset in the equation may cause the idle/out of boost AFR reading to differ greatly.

I need to start reading the plugs, and I'm not a member on bullet but I think ill start lurking more.

Thanks again for the help!

Good to know. Hopefully going to the tighter 2b will help out - hopefully I didn't jump the gun going for the restall without noticing the rear end dragging, but I'm already more happy with the 2b than 3b. More horsepower and 2-300lbs of weight reduction is in the future so it should be good to go. Thanks GMC!

 

I believe there is a factor in the equation that can fix rising/lowering changes throughout the range. It has been a while since I've done one of those. If you are good with math, it can be done. Hell, you may try searching my screen name over on the hpt forum. Can't remember if I ever wrote anything about it, but it is possible.