Thanks guys, it's def. testing me.

Started looking into the exhaust manifolds and the condition of the studs and wasn't really happy with a few. Took the manifold to my buddies shop and used the torches to get them out and replaced with OEM studs from the dealer.

Part of it is me being picky. I've always been a stickler for things to be perfect and I'm trying to do that on a budget here ... it's def. Hard!

I'm been looking at the new AEM Tru Boost I just put in and have almost decided to pull it back out, sell it, and get an Innovate SC-1 so I can have wide band and boost control in one. Should do for a cleaner setup and not have to run a separate gauge. Although I may have to run a fuel pressure gauge eventually. Three guages I've always installed and recommend is Fuel pressure, Wide band and boost ... you can tell exactly what is happening most of the time.

 

Gaskets came in so I started putting her back together. May swap the supervic for a vic jr. With a friend who's building a race car. I doubt I'd need it for the power levels and street driving this truck is gonna see.

 

Got a lot of it back together for now ... just waiting for new pushrods. The valve tips came in at two different heights, ugh ... but since I had to get new ones anyway, it wasn't a huge issue. So 7.300 for exhaust and 7.325 for intake to give me 0.030" as recommended for the Lunati link-bar lifters.



If you noticed the green in the pic, that's gonna be turned into my brake vacuum reservior, lol

 

Looks like l need a new rocker and to swap over the trunion upgrade

 

Pushrods came in, swapped the trunion upgrade onto another stock rocker and put it all back together. Just a few odds and ends to finish and an oil change and we should be ready to fire up!

 

She's all together again!



Need to set up the Tru Boost, and start fooling around with tune

 

Good news! Hopefully I'll get to see this thing in person someday lol

 

Well tuning has started and it's a whole different animal to the old LS1 PCM's ... having trouble wrapping our heads around how to tune a E38 PCM

 

both HP Tuners and EFI Live have nice Virtual Volumetric Efficiency tools, so the VE table can be thought of in the same was as the LS1 ecm's, just with a few more steps in between to calculate coefficients. On mine (with HPT) we first disabled the MAF sensor, logged and tune VVE, then disabled the VVE to log and tune on MAF. With both VVE and MAF dialed in, we re-enable dynamic airflow for a nice blended airflow model, and driveability is spot on. Then work on timing.

 

So you worked on timing after?

while my buddy does his thing with the tune, I'm starting a new file using the information from the VVE tutorial to see if I can learn some of this myself ... it's a long road ahead.