v8 3rd gen almost done
#52
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We all know JIMLAB will be the ultimate, but you will get yours done first, I hope.
Just kidding!
#53
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goddamnit.hooked fuel pump directly to the relay.still not getting fuel.i have fuel pump hooked to relay hooked to battery power.still not doing anything.what the hell?
#54
Super Snuggles
Damn, remind me not to ask you for any electrical advice...
You should have invested in a multimeter before starting this project. Knowing how to trace electrical problems to their source is half the battle, but having a multimeter is the other half. Throw your test light in the garbage can and get a multimeter with continuity testing ability. It makes it a lot easier to find out if current is able to get from "here" to "there".
First test the leads to your relay. If it's not receiving 12V+ to one of the trigger terminals, then trace that back to the source. You had a custom harness made, I believe. It should have had a fuel pump relay output, and it's probably a ground trigger. If you hooked it up to one trigger terminal of your relay and hooked the other to ground, you're not going to get very far.
If you have power to the relay and you can hear it click, then your relay is fine. If it doesn't make a very noticeable click when powered, replace the relay.
If your relay is good then make sure that power is present at the relay and flowing through it to the N/O (normally open) terminal, and that it's making it back to the fuel pump wiring in the hatch. If you have 12V+ at the positive wire for the fuel pump and it's not running, then you have a dead pump. Or a bad ground.
Electrical troubleshooting is a process of elimination, starting at the source and working your way to the component affected. Once you've got the process down, troubleshooting problems with the electrical system is not that difficult.
p.s. BUY A MULTIMETER! And learn to use it correctly.
You should have invested in a multimeter before starting this project. Knowing how to trace electrical problems to their source is half the battle, but having a multimeter is the other half. Throw your test light in the garbage can and get a multimeter with continuity testing ability. It makes it a lot easier to find out if current is able to get from "here" to "there".
First test the leads to your relay. If it's not receiving 12V+ to one of the trigger terminals, then trace that back to the source. You had a custom harness made, I believe. It should have had a fuel pump relay output, and it's probably a ground trigger. If you hooked it up to one trigger terminal of your relay and hooked the other to ground, you're not going to get very far.
If you have power to the relay and you can hear it click, then your relay is fine. If it doesn't make a very noticeable click when powered, replace the relay.
If your relay is good then make sure that power is present at the relay and flowing through it to the N/O (normally open) terminal, and that it's making it back to the fuel pump wiring in the hatch. If you have 12V+ at the positive wire for the fuel pump and it's not running, then you have a dead pump. Or a bad ground.
Electrical troubleshooting is a process of elimination, starting at the source and working your way to the component affected. Once you've got the process down, troubleshooting problems with the electrical system is not that difficult.
p.s. BUY A MULTIMETER! And learn to use it correctly.
#55
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aight i get a very noticeable clicking relays are fine.
i still have the ground coming out of the fuel pump going into the original harness.
the relays have 4 wires at bottom.2 are prewired into the harness. one is wired to power the other is wired to fuel pump.
i will be checking for spark.
u think i should cut the ground at the wiring harness and just ground it to the car's chassis.
the engine turns over strong.
i rechecked the fuel and this time i had alot of fuel pressure.so the pump is working correct?
line in goes to odd cylinder bank side.line out goes to even bank side coming from fp regulator.
like i said i will now check for spark.
u think it might be my battery does not have enuff juice?
well testing rolls along
i still have the ground coming out of the fuel pump going into the original harness.
the relays have 4 wires at bottom.2 are prewired into the harness. one is wired to power the other is wired to fuel pump.
i will be checking for spark.
u think i should cut the ground at the wiring harness and just ground it to the car's chassis.
the engine turns over strong.
i rechecked the fuel and this time i had alot of fuel pressure.so the pump is working correct?
line in goes to odd cylinder bank side.line out goes to even bank side coming from fp regulator.
like i said i will now check for spark.
u think it might be my battery does not have enuff juice?
well testing rolls along
#57
Super Newbie
My friend that the same problem with his LT1/6 speed swap into a 69 Z/28. He bought it from a junkyard, and all of the injectors were clogged from sitting. He had them cleaned and it started up.
I thought that it was funny that (I assume) every one of them was clogged.
I thought that it was funny that (I assume) every one of them was clogged.
#60
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Originally posted by LUV94RX7
From my standpoint it will be fun to see a strong V8 in an FD actually up and running and have the cabability of running 11s and 120s mph in the 1/4 mile. We all know JIMLAB will be the ultimate, but you will get yours done first, I hope.
Ken
From my standpoint it will be fun to see a strong V8 in an FD actually up and running and have the cabability of running 11s and 120s mph in the 1/4 mile. We all know JIMLAB will be the ultimate, but you will get yours done first, I hope.
Ken
#61
Senior Member
Originally posted by cdk 4219
It probably will run in the 100 to 103 MPH range with the LT1. I am not trying to put it down, but the LT1 probably wont like the 4.10 rear gears, because it has a very flat torque curve, and runs out of steam at a relatively low RPM. Putting 4.10 gears in an LT1 Fbody with a stock top end doesnt improve either trap speed or ET. The automatic will be an advantage over the 6 speed, because it is very hard to shift that fast with a 410 gear. Now if the man saves his money for the 3.42 gears Jim is contracting for then he will definately be in better shape.
It probably will run in the 100 to 103 MPH range with the LT1. I am not trying to put it down, but the LT1 probably wont like the 4.10 rear gears, because it has a very flat torque curve, and runs out of steam at a relatively low RPM. Putting 4.10 gears in an LT1 Fbody with a stock top end doesnt improve either trap speed or ET. The automatic will be an advantage over the 6 speed, because it is very hard to shift that fast with a 410 gear. Now if the man saves his money for the 3.42 gears Jim is contracting for then he will definately be in better shape.
#62
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aight my update.
i pulled injectors.fuel dumps out of rail so there is fuel being pumped.
and there is fuel pressure.so i have a working fuel pump.this i now know.
but i pulled injectors to get them cleaned.i think they are clogged bad for sitting for six months not having anything ran through them,plus they have 80k miles on them.
i pulled injectors.fuel dumps out of rail so there is fuel being pumped.
and there is fuel pressure.so i have a working fuel pump.this i now know.
but i pulled injectors to get them cleaned.i think they are clogged bad for sitting for six months not having anything ran through them,plus they have 80k miles on them.
#63
Super Newbie
Originally posted by twint78
hmm how long did they sit.mine have sat for 6mths now.i guess ill get them flushed.
hmm how long did they sit.mine have sat for 6mths now.i guess ill get them flushed.
I believe he took his to a diesel shop and had them cleaned.
#64
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Originally posted by R Xplicit
4.10 will not be that bad in the car, but don't underestimate that motor in the disguise of an rx7 body. i think that the traps *should* be higher that the 100-103 area. 3.73 will better suit that automatic than the 4.10. there will be a noticable difference in those. but for now, that 4.10 will be fine.....
4.10 will not be that bad in the car, but don't underestimate that motor in the disguise of an rx7 body. i think that the traps *should* be higher that the 100-103 area. 3.73 will better suit that automatic than the 4.10. there will be a noticable difference in those. but for now, that 4.10 will be fine.....
#65
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ALL I CAN SAY IS
IT'S ALIVE.OH GOD IT'S ALIVE.
MY WIRING WAS ALL CORRECT.I KNEW IT WAS.THATS WHY I WAS STRESSED.ENDED UP BEING CLOGGED INJECTORS.THREW SOME ETHER IN AND FIRED RIGHT UP.
HOPE TO BE ON ROAD IN A BIT.HHAHAHHAHHAHHAHAHAHAHHAHAHHAHAHH.
LONG LIVE THE V8 3RD GEN.
IT'S ALIVE.OH GOD IT'S ALIVE.
MY WIRING WAS ALL CORRECT.I KNEW IT WAS.THATS WHY I WAS STRESSED.ENDED UP BEING CLOGGED INJECTORS.THREW SOME ETHER IN AND FIRED RIGHT UP.
HOPE TO BE ON ROAD IN A BIT.HHAHAHHAHHAHHAHAHAHAHHAHAHHAHAHH.
LONG LIVE THE V8 3RD GEN.
#66
Rotary Freak
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So are your injectors working now? Or did you just fire it up with ether? Do you have the driveshaft and everything else hooked up? You need to post some pics! If you don't want to post them, email me some at pawusm@yahoo.com.
#68
Originally posted by gnx7
TwinT78-
I can't wait to see your project get finished..... you are going to love that torque. 275's and 335's...... your car is going to be sick sick sick.....
Another engine option is the soon to be released from TA Performance aluminum GN block and newly designed heads. This project has brought in experts from all across the board to make sure the block can handle 1000hp and still be aluminum. Even Kenny Duttweiller has input in the project as he is a true HP guru.
Here are some links for those of you that may be interested. This is going to be a costly endeavour with the block itself costing around $3K!!! Then you need a crank ($1K), rods $600-800, pistons $500-750 and many many other parts. Plus machine work...... ooooof!
Enjoy:
http://www.taperformance.com/v6block.htm
http://www.taperformance.com/december_2001.htm
http://www.taperformance.com/april_2002.htm
On one of the pages is a picture of a cylinder head used in the INDY Buick Motorsports program from '84-87. The intake port is big enough to put your fist into.... and they typically flow around 380cfm+. BTW- The fastest years ever in INDY racing were with a single destroked 215ci turbo'd V6 Stage 2 Buick engine..... 240mph+.
A stroked 274ci Stage 2 engine is a cast iron block (mainly) and with twin turbos Duttweiller has made in excess of 1400hp with them........
Yawn...... V6's.....
I am investigating what is involved in putting a T-56 6speed in my GN powered RX-7 for the future!
Here are some pics of my little sleeper:
coilover package/HAWK pads- http://64.84.47.26/cfdev/glen/corbett/DVC00199.JPG
the car driver side- http://64.84.47.26/cfdev/glen/corbett/DVC00201.JPG
pass side- http://64.84.47.26/cfdev/glen/corbett/DVC00202.JPG
engine side shot- http://64.84.47.26/cfdev/glen/corbett/DVC00203.JPG
Engine front shot- http://64.84.47.26/cfdev/glen/corbett/DVC00205.JPG
-GNX7
TwinT78-
I can't wait to see your project get finished..... you are going to love that torque. 275's and 335's...... your car is going to be sick sick sick.....
Another engine option is the soon to be released from TA Performance aluminum GN block and newly designed heads. This project has brought in experts from all across the board to make sure the block can handle 1000hp and still be aluminum. Even Kenny Duttweiller has input in the project as he is a true HP guru.
Here are some links for those of you that may be interested. This is going to be a costly endeavour with the block itself costing around $3K!!! Then you need a crank ($1K), rods $600-800, pistons $500-750 and many many other parts. Plus machine work...... ooooof!
Enjoy:
http://www.taperformance.com/v6block.htm
http://www.taperformance.com/december_2001.htm
http://www.taperformance.com/april_2002.htm
On one of the pages is a picture of a cylinder head used in the INDY Buick Motorsports program from '84-87. The intake port is big enough to put your fist into.... and they typically flow around 380cfm+. BTW- The fastest years ever in INDY racing were with a single destroked 215ci turbo'd V6 Stage 2 Buick engine..... 240mph+.
A stroked 274ci Stage 2 engine is a cast iron block (mainly) and with twin turbos Duttweiller has made in excess of 1400hp with them........
Yawn...... V6's.....
I am investigating what is involved in putting a T-56 6speed in my GN powered RX-7 for the future!
Here are some pics of my little sleeper:
coilover package/HAWK pads- http://64.84.47.26/cfdev/glen/corbett/DVC00199.JPG
the car driver side- http://64.84.47.26/cfdev/glen/corbett/DVC00201.JPG
pass side- http://64.84.47.26/cfdev/glen/corbett/DVC00202.JPG
engine side shot- http://64.84.47.26/cfdev/glen/corbett/DVC00203.JPG
Engine front shot- http://64.84.47.26/cfdev/glen/corbett/DVC00205.JPG
-GNX7
#71
Eats, Sleeps, Dreams Rotary
iTrader: (1)
Originally posted by yzf-r1
the wave of the future on this forum:
JimLab's anti-rotary consulting service, $120/hour
actually I just blew a motor myself, so maybe I will look into it...
no more "smoot" on the rear bumper, right Jim? ha
the wave of the future on this forum:
JimLab's anti-rotary consulting service, $120/hour
actually I just blew a motor myself, so maybe I will look into it...
no more "smoot" on the rear bumper, right Jim? ha
Jimlab has gone to the dark side
#73
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JIM JIM JIM AN ELECTRICAL FIRE.COME ON GIVE ME MORE CREDIT THAN THAT.
ALL WIRE GAUGES ARE CORRECT GAUGE.EVERYTHING IS FUSED AND RELAYED CORRECTLY.EVERYTHING IS GROUNDED.AND EVERYTHING IS INSULATED.
I HOPE UR BUSTIN MY *****.
ALL WIRE GAUGES ARE CORRECT GAUGE.EVERYTHING IS FUSED AND RELAYED CORRECTLY.EVERYTHING IS GROUNDED.AND EVERYTHING IS INSULATED.
I HOPE UR BUSTIN MY *****.