CK5
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Went emissions today, passed with flying colors. Then I stopped at my buddies house and we took some pictures.
if you look past the short fat thing in the above pic, you can see my friend's 73 K20 hiding back there...
if you look past the short fat thing in the above pic, you can see my friend's 73 K20 hiding back there...
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I need to find a good ramp, can't come up with anything to max out the flex yet, which isn't necessarily saying much...
Just haven't found anything taller than 30ish inches to crawl up yet.
Just haven't found anything taller than 30ish inches to crawl up yet.
You can definitely see the bed twisting!
I've been out a while but really enjoyed reading about your build from page one. You definitely saved it from a slow death in the back yard and brought new life into it. Looks Great!
Yeah, I knew it would, didn't think it would be so obvious. I think once I get my rear bumper back on, it won't be so bad.
Ever do something to your truck and the think, man, my truck looks so much more like a truck? And then you realized that you can't even see what you did?
That is me right now.
Wired for Torque Converter Lockup, and ran some breather hoses from the diffs and transfer case.
Also cut off the factory shock mounts on the 14 Bolt, still need to have the new ones attached.
But at least my truck is bigger than my wife's Jeep, which needs an engine. So someone find me a cheap, good running 4.0 with coil on plug so I can spend more money on my truck...
That is me right now.
Wired for Torque Converter Lockup, and ran some breather hoses from the diffs and transfer case.
Also cut off the factory shock mounts on the 14 Bolt, still need to have the new ones attached.
But at least my truck is bigger than my wife's Jeep, which needs an engine. So someone find me a cheap, good running 4.0 with coil on plug so I can spend more money on my truck...
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Today was the first day that I drove my truck with the intention of putting it in overdrive and leaving it there. Made it to and from work just fine, albeit a little bouncy with no rear shocks.
I do have a few questions though, so I am paging the transmission guys...
@Greg Ducato @Blue85 and anyone else with knowledge...
1979 q-jet 350 with 1990 700R4 behind it. 4.10s, 38's.
I have no tachometer. My tires howl. Especially at speeds where OD and torque converter lock up should be expected.
I can definitely tell 3 distinct shifts, but I cannot tell if the torque converter is locking up.
I wired the lockup circuit as follows.
12V key on from factory fuse box under the dash to in-line fuse holder to the factory brake switch cruise control connection to the A terminal of the trans connector. I have not connected any other wires to the trans connector.
I confirmed with my DVOM that the cruise connection on the brake switch is closed normally, open while on the brake pedal.
I want to try and hook a light bulb in line to confirm the circuit is closing at speed. I am unable to hear the change in engine speed and have no tach to visully confirm. Does this sound like a good idea?
Secondly, I took my laser temp gun and scanned some areas related to the trans. These temps are after 20-30 minutes of idle time followed by a 15 mile drive, 12-13 miles of which were at highway speeds. Ambient temps were about 70 or 75.
Front of pan - 180
Rear of pan - 220
Cooler input - 166
Cooler output - 132
My cooler is a decent size. Not the biggest, but way bigger than any factory one and it is not routed through the radiator cooler at all.
I also should mention that the exhaust crossover (y-pipe) is a 1990 Suburban piece and runs under the trans pan.
The temps on the exhaust were 460 degrees.
For comparison, the 205 measured 130 degrees, and front hubs were each about 134.
Do these trans temps seem out of line for the drive home?
I do have a few questions though, so I am paging the transmission guys...
@Greg Ducato @Blue85 and anyone else with knowledge...
1979 q-jet 350 with 1990 700R4 behind it. 4.10s, 38's.
I have no tachometer. My tires howl. Especially at speeds where OD and torque converter lock up should be expected.
I can definitely tell 3 distinct shifts, but I cannot tell if the torque converter is locking up.
I wired the lockup circuit as follows.
12V key on from factory fuse box under the dash to in-line fuse holder to the factory brake switch cruise control connection to the A terminal of the trans connector. I have not connected any other wires to the trans connector.
I confirmed with my DVOM that the cruise connection on the brake switch is closed normally, open while on the brake pedal.
I want to try and hook a light bulb in line to confirm the circuit is closing at speed. I am unable to hear the change in engine speed and have no tach to visully confirm. Does this sound like a good idea?
Secondly, I took my laser temp gun and scanned some areas related to the trans. These temps are after 20-30 minutes of idle time followed by a 15 mile drive, 12-13 miles of which were at highway speeds. Ambient temps were about 70 or 75.
Front of pan - 180
Rear of pan - 220
Cooler input - 166
Cooler output - 132
My cooler is a decent size. Not the biggest, but way bigger than any factory one and it is not routed through the radiator cooler at all.
I also should mention that the exhaust crossover (y-pipe) is a 1990 Suburban piece and runs under the trans pan.
The temps on the exhaust were 460 degrees.
For comparison, the 205 measured 130 degrees, and front hubs were each about 134.
Do these trans temps seem out of line for the drive home?
Unless the internal wiring has been altered, a 1990 trans is set up for ECM lock-up control, so it should be able to lock in all gears. I've heard that you can keep them locked even in 1st and stall the engine when coming to a stop. Connecting a light to the circuit in-cab will only tell you that the circuit in-cab is working. You could still have a bad solenoid, bad TCC, etc. You should be able to measure the solenoid resistance with your DMM, from terminal A to D (but you could also measure A to C). You need a low resistance range, to distinguish between a switch (1 Ohm or less) and the solenoid (10's of ohms?). This will help confirm how it's wired inside.
The more torque the engine is making, the greater the slip will be with the TCC unlocked. So try the brake pedal tap while accelerating a little, to make the change more noticeable.
The more torque the engine is making, the greater the slip will be with the TCC unlocked. So try the brake pedal tap while accelerating a little, to make the change more noticeable.
Truck looks good next to that Jeep. Jeeps looks good too.
