Builds Big Red Toy (1 Viewer)

[The Phoenician]

Here are pics of the only real modifications you have to make when installing a larger tank and reusing the old pump and tank reader.

You have to extend everything by 125 mm, roughly 5 inches.

Everything else pretty much bolts back in place. The guys at land cruiser specialist had to cut a section of the exhaust and weld a 90 on it so it fits and doesn't dump right on the tank. I'll get it rerouted by summer.

 

[The Phoenician]

Picked it up. It had the remaining fuel from the old tank transferred, which was roughly 8 gallons. That barely moved the needle passed the E. So i took it and filled up.

She's squatting a bit when full. Will need to inflate the airbags a bit more. At some point, I'm going to get some heavies in the rear. She drives nicely, though the steering is now a touch lighter than before. I also expected the tank to hang lower than it does, but seems flush with the rear bumper which is nice.

 

[The Phoenician]

Big Red is officially faster.

Strategically placed to cover a scratch.

 

[The Phoenician]

Merry Christmas you filthy mudders.

Son came down with the flu today, so it opened up my schedule to work on the cars. Found some things I had ordered years ago for big red and forgot to install.

It was also time for little red's oil change. She took 10.5 quarts but has a capacity for 13. Freaking oil cooled cars get expensive fast and require specific types of race oil.

 

[The Phoenician]

Looks like I developed a leak somewhere in the turbo pipes. Driving up from San Antonio I was doing about 77mph with boost around 12 psi. When I got to Austin, boost would drop anytime I went over 10 psi and the engine would hesitate. When I get back on it, boost would go up as high as 15psi, then slowly drop to around 5 psi. I can't see any loose silicone couplings and I'm hoping it's not the head gasket. The timing couldn't be worse, had reservations to the Devil's River Natural Area for a few days through the New Year's.

Thoughts on anything I may have missed?

 

[The Phoenician]

My money is on this.

But I've also developed a slow and annoying oil leak.

Wife is definitely gonna leave me if I tell her I need to fix this AND I plan a top end rebuild on the other car .

 

[TRAIL TAILOR]

I forgot I made that BBQ, seems like forever ago.

J

 

[The Phoenician]

I forgot I made that BBQ, seems like forever ago.

J

I get more questions and comments about that grill than I do about the rig. Everyone loves the concept and ask if I would consider selling it.

 

[TRAIL TAILOR]

I get more questions and comments about that grill than I do about the rig. Everyone loves the concept and ask if I would consider selling it.

Being in Longhorn land I could see a little interest.

 

[The Phoenician]

Being in Longhorn land I could see a little interest.

J, You'd make a killing selling these to the local sporting goods stores or HEB.

 

[boots4]

You got any oil in your intake pipes like it's getting passed the compressor side on the turbo?

 

[The Phoenician]

No not that I saw. I just parked it, will deal with it after the new year.

Interested in your thoughts on what caused it.

Also what would it mean if oil was getting passed the compressor side.

 

[boots4]

Your exhaust leak is an issue so at least that will need to be fixed.


I haven't updated this on my thread yet but need to. I've been fighting oil getting passed my compressor seal this year even after rebuilds on both turbos and then after a completely new CHRA on my small turbo (thought my seals were shot but they weren't). For me it looks like too much crankcase pressure. That happens due to worn rings or lots of boost. My rings don't have too many miles on them but I am running lots of boost. I believe that additional pressure backs up my turbo oil drains so that the pressurized lubrication oil being fed the center sections then has to find the next way out which happens to be via the compressor side seal. It could come out the turbine side too.

I'm attacking this on two fronts. I've added additional crank ventilation with a cummins valve cover vent and then I'll be piping that and the original tappet cover vent into the exhaust using a venturi principle to create vacuum on the crankcase. What I haven't figured out yet is where to pipe it in meaning what location along the exhaust will create the right amount of vacuum. Other symptoms of too much crankcase pressure are leaky seals even when they are not old which is also what I'm experiencing.

Since you are running compounds too, you may also need additional ventilation to get rid of that extra crankcase pressure.

 

[The Phoenician]

Your exhaust leak is an issue so at least that will need to be fixed.


I haven't updated this on my thread yet but need to. I've been fighting oil getting passed my compressor seal this year even after rebuilds on both turbos and then after a completely new CHRA on my small turbo (thought my seals were shot but they weren't). For me it looks like too much crankcase pressure. That happens due to worn rings or lots of boost. My rings don't have too many miles on them but I am running lots of boost. I believe that additional pressure backs up my turbo oil drains so that the pressurized lubrication oil being fed the center sections then has to find the next way out which happens to be via the compressor side seal. It could come out the turbine side too.

I'm attacking this on two fronts. I've added additional crank ventilation with a cummins valve cover vent and then I'll be piping that and the original tappet cover vent into the exhaust using a venturi principle to create vacuum on the crankcase. What I haven't figured out yet is where to pipe it in meaning what location along the exhaust will create the right amount of vacuum. Other symptoms of too much crankcase pressure are leaky seals even when they are not old which is also what I'm experiencing.

Since you are running compounds too, you may also need additional ventilation to get rid of that extra crankcase pressure.

Interesting and kinda scary. I thought I tackled the crankcase ventilation by adding that oil cap with an air filter.

 

[boots4]

Remind me how much total boost you're seeing?

If you are seeing more unexplainable oil leaks adding more ventilation to get more pressure out could help. Maybe the filter cap doesn't let enough out?

 

[The Phoenician]

Highway cruising speeds and sustained its anywhere from 12 to 17 psi. Can go up to 20 at inclines. Usually at 75mph or more.

I'll add a second filter on the other oil cap.

 

[boots4]

What is the highest boost number you see when accelerating hard? Your max total boost. Since I always seem to be playing with tuning my changes but my current max boost is 58-60psi.

 

[The Phoenician]

I tend to let off once I hit 30 psi, it can go more, the big turbo is barely awake at that level, but egts force me off the throttle. I once did 45psi and it seemed like it can easily go higher, but again egt numbers are unsustainable.

 

[boots4]

Bummer on the egts, I remember you've fought those for a while. Sure seems like you've got more air capacity there to cool things off though and safely run in at least the 40's psi. I can't remember if you've played with how the turbos are sharing the load via wastegate work. Makes me curious how different tuning fuel delivery on an inline pump is from the VE pump. Maybe this is a case where having that dynamic timing on my VE being advanced with rpm really helps out to keep egts in check.

At 30's psi you shouldn't have the same crankcase pressure issues I'm seeing but you can't over-vent the system so adding more ventilation won't hurt the engine if you're seeing those other symptoms. I ended up going with the cummins valve cover oil-separator thingy and it's working pretty good. I notice a lot more flow out of that vent than the tappet cover vent now.

 

[The Phoenician]

Bummer on the egts, I remember you've fought those for a while. Sure seems like you've got more air capacity there to cool things off though and safely run in at least the 40's psi. I can't remember if you've played with how the turbos are sharing the load via wastegate work. Makes me curious how different tuning fuel delivery on an inline pump is from the VE pump. Maybe this is a case where having that dynamic timing on my VE being advanced with rpm really helps out to keep egts in check.

At 30's psi you shouldn't have the same crankcase pressure issues I'm seeing but you can't over-vent the system so adding more ventilation won't hurt the engine if you're seeing those other symptoms. I ended up going with the cummins valve cover oil-separator thingy and it's working pretty good. I notice a lot more flow out of that vent than the tappet cover vent now.

The EGTs have improved with the install of the compound turbos and the advancing of the timing, but they are still a limiting actor. I can see myself easily pushing it to 60psi if the EGTs allowed. As far as waste gates go, I've sealed them both.
I've cracked that exhaust pipe before so I'm hoping that it's all it is. The rest of the lines need retightening as they seem to seep oil. I'm hoping that noting else serious happened.