Fuel pump is brand new and is running off a hot wire setup.

I can check O2s but I run wb anyway. I can just delete them. I keep them for a bank vs bank reference

 

The thing i hate about DTC codes is a code isnt for 1 possible problem. In the case of P0200 theres 145 references for possible causes. Ive learnt to follow the obscure when problem solving. Ive had multiple proffesionals not being able to diagnose problems and ive always sorted myself by looking at the obscure

 

But Mick, Occam's Razor usually applies

 

Tee Total **** show this afternoon. Driving the S10 (LS2 swapped). Get home, starts surging like a ****, coolant boiling over. Like I need this right now, right? So, I pop the hood, and the serpentine belt is shredded. And the pieces whipping around took out some of the harness, which is sitting there sparking due to shorting out. So, emergency wire repairs, then go to autozone for the fun part.

"I need a 101.5 6-rib belt"
"What year make and model?"
"(heavy sigh) Its a 82 S10 with a 2007 tahoe block, and 2007 corvette internals, custom accessory routing, and corvette accessories"
"What length belt did you say?"

Amazingly enough they had it. So I get back home, Get the belt on. Fire it up, and it's still leaking. Back to autozone for vacuum caps to seal the cracked cap covering the spare nipple that for some reason is on all of these damned radiators, and finally, truck is running ok for tomorrow.

Oh, I left out -- wife comes home in the middle of all this, pointing at the floor for some reason through the windshield. Door opens. Rear tire at 13 psi. So I take a look. Huge effing nail. SO tomorrow morning, I'll pull the wheel off to put int he truck bed so I can stop by a tire shop on the way to work in the morning and hope they have the tire in stock and don't charge me the full $2000 corvette tax for tires.

Then my son pulls up on his quad -- dad the muffler broke. Well, now it's loud like daddy's car. "OK!"

Anyway, 9pm, and now raining like a ****, but at least I actually have the noid lights, just can't do anything with them right now.

/rant

 

I've been there..... Sometimes it's better to just let the day end and start fresh tomorrow.

 

I got to spend some time chasing down that P0200 error, and I think I found it, and it is absurdly simple. The taller valve covers combined with the taller coils put the harness in a bind, and long story short, #8 injector wasn’t plugged in. Nor will it reach. I still want to hit all eight connectors with the noid light to verify the harness and PCM, but it looks like I found the culprit.

Here's the interesting part. The power felt a tad stronger than the 428 before tear down, and I had thought, well the rings aren’t seated yet, so it’ll pick up power as the rings seat and it gains compression. Well, now the story is – DOWN ONE CYLINDER AND UNSEATED RINGS, it is stronger than the 428 was.

Also explains why I needed so much air to keep it running. When I get everything hooked back up, I’ll end up pulling a bunch of idle air back out, which will make a lot more sense honestly. But also, I’ll still clear the code and validate the P200 is definitely took care of.

Sorry for the ongoing anticlimactic posts, but I am getting it to where I know it’s right before I take it to the dyno and see what she’ll do. Oh and Hiltsy FTW on Occum's Razor

 

Yep, simplest explanation tends to be the right one...

 

I look forward when you get this thing running right and seeing that dyno curve!

 

baby cam

 

LOL, almost true!

So, I swapped injectors out and extended the injector harnesses, and voila! No P200 codes! It smoothed outt he idle even more. Got it settled at around 800. It honestly could take more cam, but I don't think it'll need more cam. It was too late in the evening to go full send -- there's a cop at my neighborhood entrance, and I don't mind buzzing his house when the sun's up, but after sunset, I can see him pulling me over out of spite. He's a cool guy, and I'd like to keep it that way.

Anyway, I've got a little tip in stumble I need to correct -- likely it's the new injectors changed the transients a bit. It's lean vs before. But return to idle after a 5500 rpm stab is perfect. Only thing that went wrong is my computer rebooted on me before I could save that last log so i could calculate the fueling changes. I'll likely just bump the whole table 5%.

Either way, tomorrow I'll go full send and hop it scares the crap out of me!

 

Send it...

 

Ham cam it

 

Sooooooooo

 

Maybe he's still cleaning his shorts!

 

Basically an update to say no news. Been raining on and off enough to keep the road wet

 

All right so here is some news. Car is fast. And in case that is unclear, car is fast! Took it out, got in a few test hits, and on the hpt logs, 45-75 in 1.1 second. Repeatedly. Thing winds up like an Indy car. Even with Hoosiers on, it broke loose at the top of second just on power - not dumping the clutch.

Pulled plugs to check how the tune was going, and most looked good. Number 3 is oil fouled badly. Still need to recheck compression to see if the rings are seated.





So I have some more work to do. Gonna have to pull the VC and check the stem seal and pull intake to inspect the runners. I think I know what imma find and I just do not want to say it.

For anyone interested, 87% duty cycle at full 58 psi on 550cc injectors. Will have more information soon enough.

 

Good to see progress.
How is the low end torque?😃
I can't remember, are you on E85?

 

Nice work Darth! Always something to get sorted with these but you're close!

Lol. As far as low end torque I bet it's a table top torque graph on the dyno. We shall see

 

I bet too.
It will be as flat as a pool table even after peak.
Only the cathedrals and LS7 style builds I have seen have the best broadest torque curves.

 

NOpe, I"m on 93 octane with a shot of boostane for homemade 95 octane. Although, I'm wanting to test a theory. I think these heads might actually let me tolerate more compression even without the boostane

Thanks! I figure the curve will be a table top, but it depends on how you define "low end". SOTP, this thing really doesn't come into it's own until about 3K, and then it hits like nitrous. One thing I will say, I was having some issues with off idle stumbling, and that's gone, so now it whips when you stab the throttle.

That would be cool. I'm expecting more of a triple-hump type of torque curve. I tend to see that on larger cam / long runner combos. Even on the LS1's with a fast 102 and a big cam, I tend to see multi-hump torque curves