That's definitely not right. Big Ugly will start up on the first try even on a cold day if it's been running fairly recently.
CK5
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Heart transplant time
- Thread starter MaxPF
- Start date
It is probably cranking speed, IP condition or some combination of those two.
MaxPF
1/2 ton status
Probably cranking speed. I still haven't put the Optima on the charger, and she's getting pretty tired
I will put the charger on it tomorrow morning and after the wiring is done and I am driving it I can check out little details like that.I got most of the wiring polished up. All that is left are glow plug wires (the Ford solenoid that will power them is already mounted to the firewall), a wire to the cab to power said glow solenoid, and an alternator lead to the battery. Probably an hours worth of work at the most, but I finally got tired and called it quits a few minutes ago. I will worry about the second battery and it's wiring after I can actually drive it. Once the little bit of wiring is done I will have to drive over to a friends house where my TIG resides and weld up the exhaust. Once it is installed, I should be able to actually drive the pig.
4x4_76
1/2 ton status
I had that problem when one brush was busted on a starter.
Or one side of the starter electro magnets, 1 out of four will make it slow, 2 out of 4 will really stink and go nowhere. Ask me how I know.
MaxPF
1/2 ton status
I am now officially a member of the Oil Burners Club 
Drove it 15 miles with open manifolds to where my TIG welder resides and welded up the exhaust. It would have helped if I hadn't left the muffler here at home Oh well, it is much quieter with the partial exhaust 
It actually runs good and has decent power. It doesn't hurt that is a 165HP rated J-code engine. The tranny shifts well with it, despite the fact that I haven't swapped out the gas governor yet. So, if you floor it while cruising it will downshift, the engine will hit it's 3600RPM goverened limit, and you won't get an upshift. The diesel governor will solve that little annoyance. I also haven't gotten the TCC lockup wired up yet.
One MAJOR problem is that the power steering pump seems to have decided to stop pumping
So, I have no power steering or power brakes. It's still driveable, and you feel very manly while doing so. After work I will try to get that straightened out - I'm not really sure what the problem is. I cracked open the pressure line feeding into the hydraboost while the engine was running and no fluid came out. So, it appears to be a pump issue of some sort. Also, the fluid in the pump has turned milky, like there was water in it... I suppose I could've gotten some water in it when I was cleaning off the engine 
Anyway, I will try draining the fluid and removing the regulator assembly to see if there is a problem there. Worst case scenario: a remanned PS pump.
Drove it 15 miles with open manifolds to where my TIG welder resides and welded up the exhaust. It would have helped if I hadn't left the muffler here at home
Oh well, it is much quieter with the partial exhaust It actually runs good and has decent power. It doesn't hurt that is a 165HP rated J-code engine. The tranny shifts well with it, despite the fact that I haven't swapped out the gas governor yet. So, if you floor it while cruising it will downshift, the engine will hit it's 3600RPM goverened limit, and you won't get an upshift. The diesel governor will solve that little annoyance. I also haven't gotten the TCC lockup wired up yet.One MAJOR problem is that the power steering pump seems to have decided to stop pumping
So, I have no power steering or power brakes. It's still driveable, and you feel very manly while doing so. After work I will try to get that straightened out - I'm not really sure what the problem is. I cracked open the pressure line feeding into the hydraboost while the engine was running and no fluid came out. So, it appears to be a pump issue of some sort. Also, the fluid in the pump has turned milky, like there was water in it... I suppose I could've gotten some water in it when I was cleaning off the engine Anyway, I will try draining the fluid and removing the regulator assembly to see if there is a problem there. Worst case scenario: a remanned PS pump.
The starting issue sounds the same as I had with my Jimmy. When I first got it together I had a somewhat cobbled together 28MT that was able to start the engine...but I needed some glow time even if the engine was really near to operating temps.
When I replaced that starter with a Bosch remanned 28MT I gained enough crank speed that I only need to glow if the engine was dead cold. If it was even remotely warm it'd flash up without any glow time.
Glad to hear you got it mobile at least...sounds like you don't have much to take care of to get it 'complete' and issue free.
Rene
When I replaced that starter with a Bosch remanned 28MT I gained enough crank speed that I only need to glow if the engine was dead cold. If it was even remotely warm it'd flash up without any glow time.
Glad to hear you got it mobile at least...sounds like you don't have much to take care of to get it 'complete' and issue free.
Rene
MaxPF
1/2 ton status
Well, it turns out that the pressure regulator spool valve in the pump was stuck in full bypass mode, so I was getting zero pressure and not much flow. It was so bad that I could block the pressure feed with my thumb
I managed to work the valve free and remove it. I cleaned everything up with brake cleaner, put it back together, added clean fluid, and now I have power steering and brakes
.
So far the truck seems to be running OK. I'm thinking the injectors are a bit dirty and not spraying as finely as they could though. The motor shakes a bit more than I think it should, and it doesn't start as easily as Rene says his does.
Here's a list of the start events today:
5:30AM : It's probably 60 degrees F outside. I glow for 10 seconds or so and crank it. She fires, then the PS belt squeals LOUD and she dies. Try it again: cranks for 5 seconds with nothing. Glow it a bit more, and crank a few more seconds and it lights. PS belt is screaming like a banshee, probably from being oil soaked (the PS pump has been blowing fluid out of the cap). I get underway, and after 1/4 mile the belt quiets down. Motor runs fine.
12:30PM : Truck has been sitting since 6:00AM. It is probably close to 80 degrees outside. Since I am parked right in front of one of the entrances to my building and I don't want to smoke everyone out I glow for 5 seconds and hit the key. She fires right up. I drive 1/8th mile to a friends shop, maybe 2 minutes run time, for lunch and shut it down.
12:50AM : I try to restart with no glows. No joy. I give it 3 seconds glow and hit the key again, and she immediately lights.
4:30PM : Motor is probably close to ambient temp (80deg. or so). I again try to start with no glow. Nada. 5 seconds glow and she lights off immediately.
After I got home I shut it down and monkeyed with the PS for probably an hour. Then I tried to start it again, and she lit up after maybe 1 second of cranking.
I'm thinking she just isn't spraying as fine a mist as it should, which would make it harder starting and idle a bit rough. Could be the IP as well. I'm going to try some Diesel injector cleaner and see if it helps at all, but unless it gets worse I am inclined to live with it until the other motor is finished. Were headed for triple digits in a few months anyway, so hard cold starting isn't going to really be an issue.
Tomorrow I will get the muffler welded on. I plugged it onto the pipe just to see how it sounds and... I LIKED IT! Nice mellow throaty big-block sound. I also need to get my VSS hokked back up so I have a working speedo again. I will be taking her on her maiden oil-burning wheeling trip this weekend, so we will see how it goes
I managed to work the valve free and remove it. I cleaned everything up with brake cleaner, put it back together, added clean fluid, and now I have power steering and brakes
.So far the truck seems to be running OK. I'm thinking the injectors are a bit dirty and not spraying as finely as they could though. The motor shakes a bit more than I think it should, and it doesn't start as easily as Rene says his does.
Here's a list of the start events today:
5:30AM : It's probably 60 degrees F outside. I glow for 10 seconds or so and crank it. She fires, then the PS belt squeals LOUD and she dies. Try it again: cranks for 5 seconds with nothing. Glow it a bit more, and crank a few more seconds and it lights. PS belt is screaming like a banshee, probably from being oil soaked (the PS pump has been blowing fluid out of the cap). I get underway, and after 1/4 mile the belt quiets down. Motor runs fine.
12:30PM : Truck has been sitting since 6:00AM. It is probably close to 80 degrees outside. Since I am parked right in front of one of the entrances to my building and I don't want to smoke everyone out I glow for 5 seconds and hit the key. She fires right up. I drive 1/8th mile to a friends shop, maybe 2 minutes run time, for lunch and shut it down.
12:50AM : I try to restart with no glows. No joy. I give it 3 seconds glow and hit the key again, and she immediately lights.
4:30PM : Motor is probably close to ambient temp (80deg. or so). I again try to start with no glow. Nada. 5 seconds glow and she lights off immediately.
After I got home I shut it down and monkeyed with the PS for probably an hour. Then I tried to start it again, and she lit up after maybe 1 second of cranking.
I'm thinking she just isn't spraying as fine a mist as it should, which would make it harder starting and idle a bit rough. Could be the IP as well. I'm going to try some Diesel injector cleaner and see if it helps at all, but unless it gets worse I am inclined to live with it until the other motor is finished. Were headed for triple digits in a few months anyway, so hard cold starting isn't going to really be an issue.
Tomorrow I will get the muffler welded on. I plugged it onto the pipe just to see how it sounds and... I LIKED IT! Nice mellow throaty big-block sound. I also need to get my VSS hokked back up so I have a working speedo again. I will be taking her on her maiden oil-burning wheeling trip this weekend, so we will see how it goes
johnnychimpo
1/2 ton status
Will there be pics of said wheeling trip ?(for us web wheelers)
MaxPF
1/2 ton status
Well, I took it wheeling yesterday. We ran the "back road" to Crown King, which is a 40 mile (or thereabouts) trail which starts by Lake Pleasant just north of Phoenix and ends at Crown King, a very small, isolated town which sits at 6000 feet in the Bradshaw mountains.
I will post up pics as soon as I get them off teh camera and resized. I was very happy with how the truck performed. The diesel wheels MUCH better than the TBI 350. Also, due to mechanical problems with another rig and the large size of our group (13 vehicles) the trip took 9 hours total, during which I never shut the engine off. I haven't figured out yet how much fuel I used, but it looks like it was pretty miserly. I will have more details when I post up the pics
I will post up pics as soon as I get them off teh camera and resized. I was very happy with how the truck performed. The diesel wheels MUCH better than the TBI 350. Also, due to mechanical problems with another rig and the large size of our group (13 vehicles) the trip took 9 hours total, during which I never shut the engine off. I haven't figured out yet how much fuel I used, but it looks like it was pretty miserly. I will have more details when I post up the pics
y5mgisi
1 ton status
Cool stuff.
MaxPF
1/2 ton status
Here's a teaser pic 
I definitely prefer the diesel engine for wheeling too
y5mgisi
1 ton status
oh my! Did you rectally inhale the seat cushion?
mill5471
1/2 ton status
Well, it turns out that the pressure regulator spool valve in the pump was stuck in full bypass mode, so I was getting zero pressure and not much flow. It was so bad that I could block the pressure feed with my thumb
I managed to work the valve free and remove it. I cleaned everything up with brake cleaner, put it back together, added clean fluid, and now I have power steering and brakes
So far the truck seems to be running OK. I'm thinking the injectors are a bit dirty and not spraying as finely as they could though. The motor shakes a bit more than I think it should, and it doesn't start as easily as Rene says his does.
Here's a list of the start events today:
5:30AM : It's probably 60 degrees F outside. I glow for 10 seconds or so and crank it. She fires, then the PS belt squeals LOUD and she dies. Try it again: cranks for 5 seconds with nothing. Glow it a bit more, and crank a few more seconds and it lights. PS belt is screaming like a banshee, probably from being oil soaked (the PS pump has been blowing fluid out of the cap). I get underway, and after 1/4 mile the belt quiets down. Motor runs fine.
12:30PM : Truck has been sitting since 6:00AM. It is probably close to 80 degrees outside. Since I am parked right in front of one of the entrances to my building and I don't want to smoke everyone out I glow for 5 seconds and hit the key. She fires right up. I drive 1/8th mile to a friends shop, maybe 2 minutes run time, for lunch and shut it down.
12:50AM : I try to restart with no glows. No joy. I give it 3 seconds glow and hit the key again, and she immediately lights.
4:30PM : Motor is probably close to ambient temp (80deg. or so). I again try to start with no glow. Nada. 5 seconds glow and she lights off immediately.
After I got home I shut it down and monkeyed with the PS for probably an hour. Then I tried to start it again, and she lit up after maybe 1 second of cranking.
I'm thinking she just isn't spraying as fine a mist as it should, which would make it harder starting and idle a bit rough. Could be the IP as well. I'm going to try some Diesel injector cleaner and see if it helps at all, but unless it gets worse I am inclined to live with it until the other motor is finished. Were headed for triple digits in a few months anyway, so hard cold starting isn't going to really be an issue.
Tomorrow I will get the muffler welded on. I plugged it onto the pipe just to see how it sounds and... I LIKED IT! Nice mellow throaty big-block sound. I also need to get my VSS hokked back up so I have a working speedo again. I will be taking her on her maiden oil-burning wheeling trip this weekend, so we will see how it goes
When the fuel sits in the pump and the engine is warm it gets heat soaked and thins out. If you have a weak injection pump it is harder for the pump to build the necessary pressure to move that diesel. Next time you shut it down warm and try to start it a bit later take a glass of water and pour it on the IP. If it starts right up your IP is on its way out!
MaxPF
1/2 ton status
MaxPF
1/2 ton status
OK, so, like I said earlier we ran the back road to Crown King. There are no paved roads into Crown King. You have 2 smooth, well graded dirt roads that any ricer can traverse without issues and the "back road", which was an old mining trail. It isn't technically challenging or anything, but it is pretty rough in places. A skilled driver in a decent stock 4-by can make it, but 33's and a rear locker are definitely helpful.
Here's the group lined up at the beginning of the trail, airing down:
The first rig, an H3, belongs to our trail leader Al. Now, I know what you're thinking, but he actually wheels this thing waaaay harder than I would wheel a $30k ride
. It has plenty of desert pinstripe and skidplate rash, as well as chunked tread to show for it Next in line is yours truly, followed an H2 on 37's, my good friend Todd in the CHeep (the only thing still Jeep is the frame and tub - the rest is all Chevy), a Jeep TJ, a Toyota Tacoma that is lifted and locked, another TJ, a brand new 4 door JK Rubicon still sporting the paper temp license, yet an other TJ, another H3, a Dodge Ramcharger, and finally a lifted, modded H2 shod with 38's. Another H3 caught up and joined us about 20 minutes into the jaunt, for a total of 13 rides.
Here we are getting started:
Huh, there are guys that actually wheel their Hummers
Here's where I found out that I had a minor front driveshaft-to-exhaust clearance issue. It resolved itself though
Here's where I got some air time:
You can see that it happened FAST!
One of the many stream crossings of the day:
Here's the group lined up at the beginning of the trail, airing down:
The first rig, an H3, belongs to our trail leader Al. Now, I know what you're thinking, but he actually wheels this thing waaaay harder than I would wheel a $30k ride
. It has plenty of desert pinstripe and skidplate rash, as well as chunked tread to show for it Next in line is yours truly, followed an H2 on 37's, my good friend Todd in the CHeep (the only thing still Jeep is the frame and tub - the rest is all Chevy), a Jeep TJ, a Toyota Tacoma that is lifted and locked, another TJ, a brand new 4 door JK Rubicon still sporting the paper temp license, yet an other TJ, another H3, a Dodge Ramcharger, and finally a lifted, modded H2 shod with 38's. Another H3 caught up and joined us about 20 minutes into the jaunt, for a total of 13 rides.Here we are getting started:
Huh, there are guys that actually wheel their Hummers
Here's where I found out that I had a minor front driveshaft-to-exhaust clearance issue. It resolved itself though
Here's where I got some air time:
You can see that it happened FAST!
One of the many stream crossings of the day:
MaxPF
1/2 ton status
Here's some stragglers. We're still at a fairly low elevation in this pic, as you can tell by the vegetation:
Another stream crossing. It's amusing because we cross this particular stream something like 8 times:
That boulder next to my drivers door wan't there a month and a half ago when I last ran this trail..
Speaking of boulders, our group only had one incident of trail rash:
This was due to the driver not paying attention
Got front lockers? Nope...
The bad part here is that he slid sideways 5 feet and ended up high centered. The WORST part is that he got yanked off the rock by a Toyota
I can't rag on him too much though. Everyone including myself had problems here - the soft dirt just didn't give any traction to either axle, and the slick dusty rock would make you slide sideways if you weren't careful. Even with front and rear lockers I wasn't able to crawl over this; I had to use a little skinny pedal and roll up and over it.
Here's the final stream crossing before the climb to Crown King:
Immediately after it are some rocks that have to be negotiated with wet tires. Always fun
Of course, it's a lot easier when you have plenty of ground clearance and you don't have to worry about your rockers...
Now we get into the switchbacks that climb rapidly to 6000 feet. Most of the climbing is done in the last few miles of the trail:
From this point on, there are no other real obstacles, but the trail stays rocky and rough almost all the way to Crown King:
I never shut the engine off until we got into Crown King, and here is where my gauges stayed the whole time:
I was surprised to see snow still on the ground up here with the weather being as warm as it has been. Still, most of it is gone - the last time I was here there was several feet on the ground, and they got a lot more after that trip:
Another stream crossing. It's amusing because we cross this particular stream something like 8 times:
That boulder next to my drivers door wan't there a month and a half ago when I last ran this trail..
Speaking of boulders, our group only had one incident of trail rash:
This was due to the driver not paying attention
Got front lockers? Nope...
The bad part here is that he slid sideways 5 feet and ended up high centered. The WORST part is that he got yanked off the rock by a Toyota
I can't rag on him too much though. Everyone including myself had problems here - the soft dirt just didn't give any traction to either axle, and the slick dusty rock would make you slide sideways if you weren't careful. Even with front and rear lockers I wasn't able to crawl over this; I had to use a little skinny pedal and roll up and over it.
Here's the final stream crossing before the climb to Crown King:
Immediately after it are some rocks that have to be negotiated with wet tires. Always fun
Of course, it's a lot easier when you have plenty of ground clearance and you don't have to worry about your rockers...
Now we get into the switchbacks that climb rapidly to 6000 feet. Most of the climbing is done in the last few miles of the trail:
From this point on, there are no other real obstacles, but the trail stays rocky and rough almost all the way to Crown King:
I never shut the engine off until we got into Crown King, and here is where my gauges stayed the whole time:
I was surprised to see snow still on the ground up here with the weather being as warm as it has been. Still, most of it is gone - the last time I was here there was several feet on the ground, and they got a lot more after that trip:
MaxPF
1/2 ton status
Still rocky, but we're close now:
Finally, here's the thriving metropolis of Crown King. Don't blink or you will miss it
And our destination: the local watering hole.
The front of the Saloon has a sign that says "Arizona's Oldest Saloon - Brothel". Well, the brothel has long been closed down. It was upstairs, and most likely it failed because there was too much f***ing overhead
The last casualty of the day was the Ramcharger's right front tire. It survived the entire trail only to let go on the smooth graded road back to the Interstate
So, there it is. My first trail run in a diesel K5. This swap was definitely worth the effort, and I can't wait to get the project engine completed and stuffed in
Finally, here's the thriving metropolis of Crown King. Don't blink or you will miss it
And our destination: the local watering hole.
The front of the Saloon has a sign that says "Arizona's Oldest Saloon - Brothel". Well, the brothel has long been closed down. It was upstairs, and most likely it failed because there was too much f***ing overhead
The last casualty of the day was the Ramcharger's right front tire. It survived the entire trail only to let go on the smooth graded road back to the Interstate
So, there it is. My first trail run in a diesel K5. This swap was definitely worth the effort, and I can't wait to get the project engine completed and stuffed in
No T-stat currently huh?
I found much the same with my 6.2 in my Jimmy (also no T-stat) it'd reun really cool for the most part. Also wouldn't hardly use any fuel on the trail. I think I used $10 worth of diesel wheeling lower Hell, half of Pritchett and Gold Bar rim in '03. I thought the gauge was broken for a while...lol
Now add a manual tranny into the equation, and keep in mind idle is goverened too. I did all the hard stuff at idle with my feet flat on the floor...all I did was steer. There was a crumbly off camber stepped climb on Pritchett. I was following BadDog and watched him tackle it. He was sideways, hopping, getting air under the tires in places etc etc. I was pretty nervous after watching that...then i let the clutch out and climbed it in one shot at idle. Hardly turned a tire. Russ was pretty close to calling me a liar about not being locked up front after he watched me climb that.
Rene
