We are routing for you 
CK5
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Blazer is really done. Last pictures while she is still mine.
- Thread starter cybrfire
- Start date
We are routing for you
That's good! We'll need all the positive thinking we can get!
I suppose the "no-major-changes-to-the-truck-less-than-60-days-before-Blazer-Bash" rule has been suspended for the professionals?
Professionals?? Not sure what you're talkin' about there.
As far as the rule goes, burnt, and ashes have been peed on.
The engine is in the shop now, tonight we installed the pilot bushing in the back of the crank, bolted on the flywheel and put the engine crossmember on. Got some of the sending units stuck in place while its handy to do so.
Tomorrow, I have to mod a pipe fitting at the back of the cylinder head to be low profile yet 90* to accept the water temp sensor for the fuel injection. Then she can be dropped into place.
Tomorrow, I have to mod a pipe fitting at the back of the cylinder head to be low profile yet 90* to accept the water temp sensor for the fuel injection. Then she can be dropped into place.
Engine is in. Headers, alternator, water pump, york, steering pump, spark plugs, oil filter relocation... It's all falling in to place.
I forgot to pick up a thermostat. That's gona hold me up a couple days.
I forgot to pick up a thermostat. That's gona hold me up a couple days.
ya hydroboost. real small dia from vac brakes. and better pedel feal & assist .
real small dia from vac brakes. and better pedel feal & assist .
ya hydroboost.
I knew that'd be the first response. I have full hydro steering and the hydraulic lines are thick as it is. The pump could probably handle it, at the same time, I really like the way the steering is now, just not convinced I want to go down that road. Throw a short time line into the mix and it would seem the better choice for now is a smaller booster. Just don't know the ins and outs.
I've looked at a few and they are all advertised as universal which normally translates too, don't fit anything good. No weight ratings or anything else that you would normally see associated with a braking component. Kinda odd.
just toss on a second pump for hydro boost only. what fabin up a bracket for a guy like you.
Hanging from the hoist with the engine crossmember in place. Crossmember has two pieces of the coolant lines integrated into it. That's the reason for the radiator hose that's hanging there with it.
In the hole, bolted up with the mid plate installed and the accessories going in to place.
York compressor is there along with the alternator. 205 amp alternator from a Ford F550 rescue truck. Gotta remember to fix the kink in the power steering resevoir line.
Got the trans in today as well as the doubler adapter. Ran into a bad output seal in the 205 that stopped us from continuing forward on the drive train.
Sorted out the winch wiring and got a powered test. Good to go.
Is it wrong to get a chubby from looking at those pics?????
smalltruckbigcid
1/2 ton status
By the way, an old trick for the water pump pulley is BBC will fit with some slight hole mods ans shim stock between the pulley and the pump drive face. That gives you a 3 belt option if you need it.
So, we got the cam broke in today. What a traumatic day.
Started off with finishing up some small details on the engine itself. Temporary fuel pump wiring and tach. Things like that.
So, we get it fired and it lights right off pretty quick. We're breaking the cam in with the old Demon carb that was removed from the crew cab. A known good carb. Using the distributor off the previous engine. At first it was a tad floody and missing a bit so it was hard to hear much of anything. Then it finally cleared out and up, up, up goes the RPM's. So we had no choice but to kill it.
Get that sorted out and fire it up again. Now, here's the first chance we really had to listen to the engine. All we can hear is Bang, bang, bang or more commonly described as knock, knock, knock. It was a different knock though. Not something we were immediately concerned about. We looked for the source and could not identify it. Stethoscope to every thing on the engine we could try. Oil pressure was a steady 60 psi at this point with the RPM's in the 1500 range for the cam brake in. We kept with it for a bit. Then Terry, the engine builder slides underneath the rig and sticks the stethoscope on the pan and yells out to kill the engine. At this point I'm starting to think my Blazer Bash efforts have been in vain.
He had found where the knock was coming from. Right on the oil pan. We were baffled. A little scared and tensions were getting thicker. We decided the best course of action was to drop the oil pan and make an inspection. Problem with that plan, the cross member is not removable. It was built way back in the day before I had the shop and was fabbing with a grinder and torch. I never made it removable from the bottom. Two choices, cut the crossmember or remove the entire drive train to in the end get the engine out. The sawzall came out and the crossmember was cut. In approx. half an hour we had the pan out and were able to look inside.
This is what we saw. Exactly what we were supposed to see. Nothing said, "Hey this is not gona work." We also inspected the oil. Nothing that caused any sort of concern what so ever. The oil was clean and new.
Then Brett looks in the pan itself and asks if this scratch was always there. Low and behold, there it is. The #3 and #4 rod were swiping the pan on every pass. Just ever so lightly. The strip appeared almost as a polished spot. We decided to go ahead and put the starter on without the pan and turn it over a few times to inspect as much as possible. Everything looked good. We decided the pan clearance on the bigger rods had to be the issue. A little ball peen action and back together everything went. Got some fresh oil in it and fired it up again. Nice and smooth no noises, good oil pressure and steady running as can be expected from this motor.
PHEW! I was exstatic. After all that, we were back together with the cam broke in and all is good. Pulled the carb and dizzy and swapped for their injection counterparts and started sorting through the wiring for the injection.
Much more excitement than what I had planned for today.
Started off with finishing up some small details on the engine itself. Temporary fuel pump wiring and tach. Things like that.
So, we get it fired and it lights right off pretty quick. We're breaking the cam in with the old Demon carb that was removed from the crew cab. A known good carb. Using the distributor off the previous engine. At first it was a tad floody and missing a bit so it was hard to hear much of anything. Then it finally cleared out and up, up, up goes the RPM's. So we had no choice but to kill it.
Get that sorted out and fire it up again. Now, here's the first chance we really had to listen to the engine. All we can hear is Bang, bang, bang or more commonly described as knock, knock, knock. It was a different knock though. Not something we were immediately concerned about. We looked for the source and could not identify it. Stethoscope to every thing on the engine we could try. Oil pressure was a steady 60 psi at this point with the RPM's in the 1500 range for the cam brake in. We kept with it for a bit. Then Terry, the engine builder slides underneath the rig and sticks the stethoscope on the pan and yells out to kill the engine. At this point I'm starting to think my Blazer Bash efforts have been in vain.
He had found where the knock was coming from. Right on the oil pan. We were baffled. A little scared and tensions were getting thicker. We decided the best course of action was to drop the oil pan and make an inspection. Problem with that plan, the cross member is not removable. It was built way back in the day before I had the shop and was fabbing with a grinder and torch. I never made it removable from the bottom. Two choices, cut the crossmember or remove the entire drive train to in the end get the engine out. The sawzall came out and the crossmember was cut. In approx. half an hour we had the pan out and were able to look inside.
This is what we saw. Exactly what we were supposed to see. Nothing said, "Hey this is not gona work." We also inspected the oil. Nothing that caused any sort of concern what so ever. The oil was clean and new.
Then Brett looks in the pan itself and asks if this scratch was always there. Low and behold, there it is. The #3 and #4 rod were swiping the pan on every pass. Just ever so lightly. The strip appeared almost as a polished spot. We decided to go ahead and put the starter on without the pan and turn it over a few times to inspect as much as possible. Everything looked good. We decided the pan clearance on the bigger rods had to be the issue. A little ball peen action and back together everything went. Got some fresh oil in it and fired it up again. Nice and smooth no noises, good oil pressure and steady running as can be expected from this motor.
PHEW! I was exstatic. After all that, we were back together with the cam broke in and all is good. Pulled the carb and dizzy and swapped for their injection counterparts and started sorting through the wiring for the injection.
Much more excitement than what I had planned for today.
Xtremegmc80
1/2 ton status
Whew!
Figgures......I don't make it to Blazer Bash for the first time in 4 years and YOU make it there!!
We ain't there yet. The cam break in was a mile stone on the list. Still have a long way to go.
True, but you are WAY more likely to make it there this year than I am..........
