Builds A 1994 80 Series gets an LQ9 GM V8 (1 Viewer)

[35inchoverdrive]

Sick build! Awesome fab!

Thanks! Earlier in the thread, I mentioned that we had big plans for the GTO/Holden engine covers, but judging by your avatar, it looks like you beat us to it

 

[scottryana]

Looks great I would still progeny extend the bumpstops and inch since they compress

 

[Summiteer]

The new pan is a great fit. All of the following pictures are at full compression of the front suspension. Both front springs have actually been removed, and the axle is resting on the bumpstops.

Could you get even more clearance by flipping the drive shaft... so the more narrow slip yoke is by the tranny pan? or is it the U-joints that make clearance an issue?

 

[35inchoverdrive]

When we were first trying to fit the deeper pan, we had flipped the driveshaft, but it turned out to be unnecessary with the shallow pan.

 

[SeaDrifter]

Thanks! Earlier in the thread, I mentioned that we had big plans for the GTO/Holden engine covers, but judging by your avatar, it looks like you beat us to it

much thanks to RockJock82, hes building my 40th

 

[Skrewball]

Looks great I would still progeny extend the bumpstops and inch since they compress

The bumpstops are compressed a bit as the truck was sitting on the front axle without springs, then i just strapped the axle to hold it in place. The clearance is a bit closer than comfortable.

Could you get even more clearance by flipping the drive shaft... so the more narrow slip yoke is by the tranny pan? or is it the U-joints that make clearance an issue?

Flipping the front driveshaft around does make the clearance better. The expected issue with it flipped around is the clearance on the front sway bar at droop. My hope is to flip the driveshaft to clear the pan better and then make some 1" drop spacers for the sway bar to clear the driveshaft and also make more room for the exhaust. However it ends up, we will have it in this thread.

 

[Overland Tailor]

I have had excellent results doing a live tune with HP tuners. Hook up to obd port and tune live while driving.

Assume you are using wide-band and forcing open loop during your "Live Tune" ? I'm not familiar with HP Tuners

i will vouch for the MAF and calibration issues. I reused most of the original intake track and had to do a lot of tuning to get the trim back in line.

It's lots of fun driving down the road and recording the activity on the HP tuners software. then i had to go back and make small adjustments to the MAF curve. My biggest issue was pinging and crazy long term fuel trims.

Hp tuners is a must have.

That's where a dyno is most appreciated. I understand and have done "final" tuning on the street so I'm not arguing against its place, but as a calibrator I'll soapbox.

It's too hard or I'll say almost impossible to truly get the MAF curve calibrated without steady state conditions. Unless you have about 5 miles of straight flat road with no traffic its impossible to get the vehicles load where it needs to be within the MAF's Hertz signal range for the time period required to datalog readings.

It also has to be done in open loop with a wide-band or you wont be measuring against 14.7 / 1 lambda and your chasing your tail.


As you know without the MAF perfect, fueling with be off. With the fuel off you can forget about the factory spark advance being anywhere close and that's where your going to get detonation, timing retardation and and the computer sending you into the low octane spark tables. The equals no horsepower..

Worse you have detonation.. 2 things kill motors... High RPMs and detonation.


What many also forget with the GM computers is that there are also VE / Volumetric Efficiency tables that the PCM uses along with the MAF to get you into the proper fueling. Any change to how the engine uses air in the combustion process such as a new cam means that the VE tables will need re-calibrated. As far a I know HP tuners does not have this ability. EFI Live does - This is what I use(BTW - HP has it all over EFI LIve for the trans tuning... Amazing)

What some do and I'm a proponent is that I shut off the VE tables and pull all information from the MAF... Now you need to be dead nuts on and you can see that without the MAF perfect everything else will be wrong - Garbage in Garbage out.

Both you guys are building amazing machines and your craftsmanship and skills should be commended... Amazing work -

Best,

John -

 

[35inchoverdrive]

A couple more driveshaft clearance shots:

 

[dallen341]

what trans pan are you using? p/n?

nice work btw

 

[35inchoverdrive]

The shallow one is just a stock camaro pan.

 

[RockJock82]

The pans are from pre 01 Camaro if I remember correctly. 25 bucks on eBay

 

[western flyer]

I bet it would be a blast for many of us to be assisting (me getting in the way) with this build. I dig the creative problem solving with builds like this. Cool stuff. Thanks.

 

[Cruiserhead05]

Any updates!?

 

[35inchoverdrive]

We did have to pull off of this project for a bit, but we are back on. The factory wiring harness is getting slimmed down:

 

[UnderDawg]

One of these days ..... one of these days. This is what I tell myself. Excellent build. Looking forward to more pics.

 

[RockJock82]

Isn't it amazing what's left over? Most of the wires is for the tcase lol

 

[35inchoverdrive]

Isn't it amazing what's left over? Most of the wires is for the tcase lol

You aren't kidding. Here is the box full of all the trimmings.

 

[35inchoverdrive]

Here's the harness after getting slimmed down, but before loom:

 

[RockJock82]

Assume you are using wide-band and forcing open loop during your "Live Tune" ? I'm not familiar with HP Tuners

Yes my tuner uses a wide band during the process



That's where a dyno is most appreciated. I understand and have done "final" tuning on the street so I'm not arguing against its place, but as a calibrator I'll soapbox.

It's too hard or I'll say almost impossible to truly get the MAF curve calibrated without steady state conditions. Unless you have about 5 miles of straight flat road with no traffic its impossible to get the vehicles load where it needs to be within the MAF's Hertz signal range for the time period required to datalog readings.

It also has to be done in open loop with a wide-band or you wont be measuring against 14.7 / 1 lambda and your chasing your tail.


As you know without the MAF perfect, fueling with be off. With the fuel off you can forget about the factory spark advance being anywhere close and that's where your going to get detonation, timing retardation and and the computer sending you into the low octane spark tables. The equals no horsepower..

Worse you have detonation.. 2 things kill motors... High RPMs and detonation.


What many also forget with the GM computers is that there are also VE / Volumetric Efficiency tables that the PCM uses along with the MAF to get you into the proper fueling. Any change to how the engine uses air in the combustion process such as a new cam means that the VE tables will need re-calibrated. As far a I know HP tuners does not have this ability. EFI Live does - This is what I use(BTW - HP has it all over EFI LIve for the trans tuning... Amazing)

What some do and I'm a proponent is that I shut off the VE tables and pull all information from the MAF... Now you need to be dead nuts on and you can see that without the MAF perfect everything else will be wrong - Garbage in Garbage out.

Both you guys are building amazing machines and your craftsmanship and skills should be commended... Amazing work -

Best,

John -

 

[rockrod]

you can pretty much trash the IH3 connector and related wires. It's purely for the connection to the toyota TCM and toyota trans.