The A1000 needs to be at or below tank bottom, and not forward of the tank or it will be fighting g's on acceleration. You don't want to restrict the feed hose at all, but going to a -8an or 1/2" feed and return on the outlet side is fine. Any restriction on the inlet side will pull vacuum in the pump and it will chew itself up from the inside.
Apparently if you order an "oil gasket set", it only comes with the oil pan gasket and not the oil pickup tube gasket as well. I assumed a set included both. I do have an extra gasket from the turbo oil intake port that seems to be the same size as the oil pickup tube...Any problem using that? What gasket material does the oil pickup tube use?
i used an aluminum plate that attaches to the rear bumber tab and mounted the pump and the pre filter to the plate,i have a sumped tank with a -10 line into the filter/pump assembly that feeds a 13202 retern reg with a -12 line back to the tank. this gets the pump out of sight from the back of the car.
The only thing keeping me from turning the key and hearing it run is working out the new power steering and alternator brackets. The AC bracket where the alternator use to be was easy to fab, but I am having problems getting the power steering pump and alternator to "stack" on the left side of the engine. I starting to think to just swap it to a manual steering box and be done with it.
I bagged my power steering for weight and tidiness. Never have missed it. A little tougher to turn sharp without the car moving much, but no big deal. I am running very skinny fronts though. I know the later power steering pump clears the turbo kit. Maybe plumb one of those in?
Going through my checklist to tie off all of the ends before I fire it up. A couple of things I seem to have overlooked are.... 1) What mods need to be done to the distributer? I am running a stuck distributer with mechanical and vaccum advance and pertronix III module. 2) What needs to be done to the vaccum port that goes to the transmission? Any info would be appreciated.
Nothing needs to be done to the distributor, but it will run best with the mechanical advance limited so you can have total around 28*, but still have decent initial. Many folks just lock the distributor at 28* and add vacuum advance for part throttle timing. I put a check valve on my vacuum modulator line to the trans, but ran it for years without. Not sure how much it matters for low boost.
Brennan It's Mike K You pm'd me about the aftermarket A/C. What an awsome car. Looks like it will be a killer. I wish I was as talented and as hands on as you are. I will keep track of your work and maybe pick up a thing or two. Thanx for the reading enjoyment and the pics Mike [HR][/HR] [/QUOTE]
Link to some of the things on my build. http://www.v8buick.com/showthread.php?185358-Procharger-project-progress&highlight= The fuel system now has a couple of thousand miles on it and works great. My SX pump is pretty much the same as the A1000.
It's alive!! All of the hours and busted knuckles have been worth it. It is still a few weeks away from being on the road though. Ill get it out in the sun this weeknd to take some decent pics. The turbos do make it noticably quiter, but it still sounds good off of the 3" dumps. Thanks to everyone for all the help to get it to this point.
Great news! Now all the little stuff you were telling me about right? I wish I could come over and help git-r-done!
Rare twin turbo and AC option straight from the factory.......:TU: Got it on the road for the first time today. A bunch of issues came up. The biggest one was it started overheating. The temp kept creeping up to 230 at idle. I don't feel a lot of air being drawn from the front of the radiator. I do have a shroud around the radiator and a flex fan. It has a new 180 thermostat in it. The fan is sitting about an inch away form the opening. I am assuming I need a larger spacer to get it just inside of the shroud. I have also thought about getting some form of an electric fan for it. The car has never had overheating issues, but I have never driven it in the 100 degree plus texas heat. I am also running really rich because I haven't tuned it yet. I have to go through the tuning thread and work on that this weekend.
As far as I know you want to have the fan shroud covering half of the blade of the fan in depth. So I would get that fan move into the shroud. You will want to keep a close eye on the 02 sensor and get that air fuel in the ballpark for sure.. Too rich can contaminate the oil and other issues. What is you timing curve? Too little timing at low RPM can cause overheating.
Realized I had a big block shroud on the car instead of a 350 one. Found a good deal on one on ebay and the car runs 50* cooler. Pretty amazing what a shroud can do. I also locked out the mechanical advance on the distributer and set it at 20* initial with about 8* degrees of vacuum advance. Bought a MSD BTM 6462 that has an adjustable timing retard for boost. Currently set at -1* per +1lb of boost. Going through the tuning thread to get everything else dialed in.
So you only have 20* total at WOT??? You're goona want more that that.. I'm running 20 initial with 12 mechanical for a total of 32 * and only pulling out .5 * per Lb.. So that gives me about 30* under full boost..
Thanks for the info. I must've misinterpreted something along the way. Do you run any vacuum advance? I am assuming the 20* initial is without any added mechanical or vacuum advance. When is your mechanical advance all in? With the MSD box, I have a knob int he car that controls the retard per pound boost. I will start out with .5* per lb and see how it goes.
