willhf1011 wrote:Have you actually had exhaust done now? Been making progress and not sharing?
Yea, sure, I've had exhaust done. Flexpipe
I need to get some smaller mufflers and it will be finished.
I've made some progress yea. I can update my thread once I get back and can take some pictures. Right now the dilemma is my professionally welded steering resi leaks from the weld .
Actually yes. I have recently put 2 days work into it, for the first time since it left Blacksburg.
Got a good start on the exhaust. I am running 2.5" from each header to a 3" collector and it'll be 3" all the way back. I'm hoping to get a good sound running the 3". It's certainly larger than I need, and I will pay for that with regards to fitment, but I figure it leaves room for more power down the road.
Cooling system is plumbed. Radiator hoses are interesting, but I think they will work, the engine bay is getting very crowded very quickly.
I also managed to put together an alternator mount. It isn't the coolest thing in the world but it will work and it solves my tensioner issue. I got my trans shifter installed and hooked up, but I still need to adjust it to get it shifting properly. T-case shifter is going to reguire some modification to the seat mounts most likely, it's honestly at the bottom of my list.
Trans dipstick works just barely without cutting up the body, so I'm happy with that.
I have on order as of today a new CB pump from PSC in addition to a new pully, resi kit, and a bracket that I am praying will work for my fitment. No one seems to be able to give a straight answer on how the bracket fits or where exactly it mounts, The whole setup is just being released apparently. I also have my trans cooler fittings, lines and cooler itself on the way from Summit.
willhf1011 wrote:It's certainly larger than I need, and I will pay for that with regards to fitment, but I figure it leaves room for more power down the road. more talky...
Idk how it works with your more modern engine management, but you might want to consider that if your exhaust is too large for the volumetric flow of the engine and it starts to tumble; you will lose the scavenging effect, escape velocity will drop, you'll run lean, and you'll lose low-end torque. You know all this, just something to think about...
I hate how you get more done in 2 days than I do in a week. Bitch
1969 Cadillac Deville 7.7 Big Block
1978 Ford F-150 6.4 FE
1993 Ford Bronco 5.8 Windsor
1994 Ford F-250 7.3 Powerstroke
2016 Ford F-250 6.7 Powerstroke
Nick, I don't have a link, I'm just going off what Andrew at Let's Roll is telling me. Originally I wanted to run an N pump, but PSC is discontinuing them to simplify their product line. The CB shares the mounting pattern with a TC but is a larger pump with flow characteristics of a P pump or better apparently. Andrew said he hasbeenPrototyping one on his rig and is really happy with it. The CB has been around for years, they used to come on 3800 series gms so I dono if PSC changed something up it what.
Alec I understand/agree. I honestly haven't run any numbers on any of this I've read of a number of hotrodders running the same sizing or full 2.5 dials on ls swaps with great success /no issue so I'm just kinda rolling with it. I would like to spend some time on the motor eventually so maybe I can justify the sizing later on.
Also built a rear driveshaft real quick yesterday, starting to design the front 2 piece.
My ghetto fabulous but super comfortable electric tape sifter handles, and stak twin sticks of course
Carrier bearing for the 2 piece driveshaft, that is going to be the bane of my existence
Total flat belly up to the oil pan and lower link mounts.
PSC CB pump, mount, and reservoir. Very happy I bit the bullet and just ordered the rest of a PSC system, it took no time at all to mount and make work.
PSC reservoir
Beautifully ugly crossover pipe. It's going to get wrapped and sealed some point soon hopefully.
Thats about all my pics. Some info on where it stands now.
I swapped in the 5.3 LM7 out of a 99 Silverado. TH400 trans mated to a 3.8 STAK. I'm running 2.5" exhaust out of each header to a 3" collector the rest of the way. I'm using a 3" Thrush Welded el cheapo muffler that I think sounds great, so I'm happy.
The motor stock is rated at 285 hp. I estimate that with the tune, removal of torque management, exhaust, etc. I am a little north of 300. Some of the guys writing these tunes claim they have seen gains of up to 50hp from dropping the torque management and emissions crap. That would be pretty sweet, but I'm skeptical.
Regardless of what kind of numbers its laying down it feels absolutely badass. I haven't actually run it hard up to anything over 3500-4000 and I've got a 6k rev limit on it right now. The guy I had build the trans did a great job so far I would say. It will hold lower gears as high as I want without hydraulically shifting and when in drive it shifts very very hard with little to no slip, which is what I wanted. I did not have the gauge hooked up while I was at Rausch, though I think it did get a little hot. I hadn't put the cooler in yet so I'm hoping with the addition of a pretty large cooler it will stay at a safe temperature from now on.
I was having overheating problems out of the 5.3 when worked hard (towing rant out of the trail or hauling ass with matts axle). I don't think I should've had to worry about temps in those situations. I have since taken the thermostat out but haven't had a chance to see if it made much of a difference. From some of my reading on Pirate it seems that's a pretty standard step to take when running an LS motor in a rig. I'm also on the hunt for a new fan that has a more complete shroud, I think that will help as well.
Anyone who hasn't seen it should come over and ask will to show it to you
1969 Cadillac Deville 7.7 Big Block
1978 Ford F-150 6.4 FE
1993 Ford Bronco 5.8 Windsor
1994 Ford F-250 7.3 Powerstroke
2016 Ford F-250 6.7 Powerstroke
I have a few things I need to get tied up on the jeep before next weekend.
Gotta reweld the mount for my 2-piece, order/install fittings for the trans cooler, and figure out something for my driveshafts.
I'm thinking I will switch to a 1350 cv in the rear. I already need a longer driveshaft so I might as well switch to one, I really liked the way it ran with my prior setup.
I may also switch to one in the front if I can make it fit. I am having serious vibration issues with the angles the front is currently seeing, and I think a cv will help that tremendously, especially since it'll allow me to rotate the pinion up (and totally ruin my caster in the process). With a little bit of work with a grinder I think I can get 30 degrees out of a Super Duty ahft, and I'm considering picking up and retubing one of these.
Ordered the last of my fittings for the trans cooler, hopefully will see them Monday. Still not sure whether I'm going to make the switch to a cv in the rear before next weekend or not. I'm not sure whether I will be able to get the flange in time or not.
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