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Old 03-23-2009, 01:03 PM   #16
ropo355
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Maybe just get the electronic solenoid it actually plugs into and not have it do anything , if I remeber right the solenoid controls the vacuum, which controls the valve. Hide it under the dash. It won't know if it's working as long as the solenoid is good. just a thought.
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Old 03-23-2009, 01:27 PM   #17
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That will probably be one of the things I will try. The other thing Im going to try is taking my multimeter and measuring the resistance across the two terminals on the solenoid and seeing if I can get a resistor that matches. There is another item wired in parallel with the egr valve called a electronic vacuum regulating valve. Probably get a resistance value off of that and add it to the amount for the egr valve.....just thinking.


I know on later years, or at least I recall somewhat, I had a 4.3L vortec in a 94 blazer for example, that after opening the egr valve the computer would look for a change in the O2 sensor reading.
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1952 Chevrolet 3600 w/ 54 235 Inline 6
Clifford Aluminum Intake w/ 4.3L V6 TBI conversion
Clifford tube style headers and H.E.I. distributor mod
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Old 03-26-2009, 09:39 PM   #18
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OK I'm getting there

Fuel lines are done, definitely one of the more time consuming "to do" items for the conversion. Some pictures
http://i175.photobucket.com/albums/w...s/100_0873.jpg
http://i175.photobucket.com/albums/w...s/100_0871.jpg
http://i175.photobucket.com/albums/w...s/100_0868.jpg
http://i175.photobucket.com/albums/w...s/100_0869.jpg

I ordered some heat tape to wrap the fuel lines that go over the intake and exhaust manifolds. I may also put some type of shield that if any fuel does start to leak, it will go away from the manifolds.

the O2 sensor
http://i175.photobucket.com/albums/w...s/100_0862.jpg

and the finished wiring
http://i175.photobucket.com/albums/w...s/100_0855.jpg
http://i175.photobucket.com/albums/w...s/100_0854.jpg
http://i175.photobucket.com/albums/w...s/100_0853.jpg
http://i175.photobucket.com/albums/w...s/100_0852.jpg

For the most part the conversion is done. Before I start it I have a few more things I need to finish. I need to weld in some exhaust flex pipes in after the header flanges.
http://i175.photobucket.com/albums/w...5/100_0867.jpg (like my model 1952 chevy pickup)

I need to install my new ignition switch and I also ordered two magnaflow mufflers that Id like to install as soon as I get them.

I bought a piston stop so I can put timing marks on the crank pulley instead of using the flywheel and bell housing method for initial timing. I also need to get the belts so I will be able to run it for a bit longer than a few minutes.

Other than those its just about done.
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1952 Chevrolet 3600 w/ 54 235 Inline 6
Clifford Aluminum Intake w/ 4.3L V6 TBI conversion
Clifford tube style headers and H.E.I. distributor mod
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Old 03-26-2009, 10:10 PM   #19
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Lack of a keyway makes the pulley useless for timing marks...
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Old 03-29-2009, 04:30 PM   #20
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didn't think of that, thanks



Well I ran into bit of a problem, I wanted to purge the fuel lines to make sure I didn't have any leaks before I started it up for the first time. So I hooked up a wire (with a 20amp fuse) to the positive post on the battery and connected the other end to the positive wire on the fuel pump and.................NOTHING...well almost, the pump makes a click, more like a clank and that is it. I unhooked the rubber fuel line where it connects to the line I have on the firewall and tired it again and once again all I got was a clank noise.

I believe this is a solenoid type pump. It will continue to make a clanking noise each time I apply power, but thats it. Guess I will have to call carter up and see what they say.
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1952 Chevrolet 3600 w/ 54 235 Inline 6
Clifford Aluminum Intake w/ 4.3L V6 TBI conversion
Clifford tube style headers and H.E.I. distributor mod
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Old 03-29-2009, 07:25 PM   #21
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OK I was going to wait until tomorrow to figure this out but just couldn't sit still.....

I tried a few things and nothing worked so I removed the pump completely thinking I was going to have to send it back. I said what the hell and decided to see what would happen if I connected it directly to another 12v battery I had in the garage and it came to life. That had me stumped. I reinstalled the pump with a few changes to the plumbing and will wait till tomorrow to finish and try it again. I need to resolder the power wire to the pump wire. I am going to put a better (lack of a better word) ground strap from the bell housing to the frame rail. Originally I had tested for continuity from the frame rail to the battery and it seemed fine, but I didn't really have a ground strap to the frame rail at the moment (it was in the plans). Before I try again tomorrow I am going to put a 8 gauge ground strap from the bell housing (where the battery ground connects to) to the frame rail. Hopefully that is what the problem is.
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1952 Chevrolet 3600 w/ 54 235 Inline 6
Clifford Aluminum Intake w/ 4.3L V6 TBI conversion
Clifford tube style headers and H.E.I. distributor mod
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Old 03-31-2009, 06:25 PM   #22
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Took some 8 gauge wire that I had, soldered some copper 5/16" and 3/8" lugs on and installed them from the bell housing to the right and left frame rails, put power to the fuel pump and it came to life. I had the fuel line disconnected where it connects to the hard line I have on the firewall, and emptying into a gas can. Reconnected it and checked for fuel leaks. All was good.

Currently painting the mufflers I got, once I install them and wire in a switched accessory relay so I don't fry another ignition switch and also wrap the fuel lines with heat tape where they pass over the exhaust and intake manifolds, and I should be ready to start her up (fingers crossed).

Also going to load the tuner program on my laptop and change the setting for the egr.
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1952 Chevrolet 3600 w/ 54 235 Inline 6
Clifford Aluminum Intake w/ 4.3L V6 TBI conversion
Clifford tube style headers and H.E.I. distributor mod
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Old 04-05-2009, 03:47 PM   #23
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Talking


ITS ALIVE, ITS ALIVE

Working on uploading a video of it running, will post it when its finished. Currently it idles a bit high at around 900 or so. Not sure how to correct this???

Otherwise seems to run very nice. Starts up instantly and idles quite smooth.
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1952 Chevrolet 3600 w/ 54 235 Inline 6
Clifford Aluminum Intake w/ 4.3L V6 TBI conversion
Clifford tube style headers and H.E.I. distributor mod
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Old 04-05-2009, 04:21 PM   #24
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Thumbs up Too cool!!!

Quote:
Originally Posted by drummin52 View Post

ITS ALIVE, ITS ALIVE

Working on uploading a video of it running, will post it when its finished. Currently it idles a bit high at around 900 or so. Not sure how to correct this???

Otherwise seems to run very nice. Starts up instantly and idles quite smooth.
Good for you, Chris! Thank you for keeping us updated on this and the effort you took to do so! Time typing IS time you could have been working! So I say thank you, and can't WAIT to see the video!
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Old 04-05-2009, 05:28 PM   #25
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Hei dist

I was wondering if that would work! Any special year or model . That fuel infection job looks great. The life span of that engine just doubled not to mention you will never adjust that carb again !! Carbs are like women sometimes you have to go through a few to find a good one sad but true .
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Old 04-05-2009, 08:17 PM   #26
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Post Idle Speed Adjustment W/ Fuel Injection

Quote:
Originally Posted by drummin52 View Post

ITS ALIVE, ITS ALIVE

Working on uploading a video of it running, will post it when its finished. Currently it idles a bit high at around 900 or so. Not sure how to correct this??? .
There's an air bleed screw , usually in the primary air intake venturi .

Also , the cold idle speed is controlled by a By-Pass air regulator , it needs 12 volts connected to it so the heater inside it heats up and relaxes the Bi-Metallic spring and allows the calibrated vacuum leak to close .

Remember : vacuum leaks in Fuel Injections systems makes the idle speed increase....

900 RPM's isn't terribly over fast .
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Old 04-05-2009, 08:18 PM   #27
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presenting the video http://www.youtube.com/watch?v=XxuSGXqGnf0

I got all my conversion parts from a 88-92 Chevy C/K1500 with a 4.3L V6. The computer to use is a 1227747.
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1952 Chevrolet 3600 w/ 54 235 Inline 6
Clifford Aluminum Intake w/ 4.3L V6 TBI conversion
Clifford tube style headers and H.E.I. distributor mod
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Old 04-05-2009, 08:34 PM   #28
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Thumbs up Sweet !

Now , go treat your self to a good beer or whatnot .

Junk that too small , restrictive muffler and add some tailpipe , get rid of the silly passenger car rockerbox .

It looks and sounds , very good .

I can hardly wait for you to write about the increased power and smoothness in running , easy freezing cold starts , etc. . etc. .
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' PASSION ' :

There are many things in life that will capture your eye , very few will capture your heart ~ those are the ones to persue .

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Old 04-05-2009, 08:35 PM   #29
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OH YEAH! BINGO, WE HAVE A WINNER! Way to go!
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Old 04-05-2009, 09:19 PM   #30
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Thanks for the compliments guys

The mufflers are brand new Magnaflow 3 chamber stainless steel mufflers and are staying. Eventually I will finish off the exhaust with some tailpipes that will exit before the rear tires, but I have to wait unitl I get the bed bolted down and the fenders on. And before anyone says about running them out the rear, it ain't going to happen. Fuel tank is behind the rear axle and there is no room to run exhaust.

"silly passenger car rockerbox"???
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1952 Chevrolet 3600 w/ 54 235 Inline 6
Clifford Aluminum Intake w/ 4.3L V6 TBI conversion
Clifford tube style headers and H.E.I. distributor mod
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