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YASVT (Yet Another Sixteen Valve Turbo) - now 16V Whiteblock (LS)

linuxman51 said:
yeah, that's a concern I've had with the cd009, but in the world of V8 folks tend to go to higher rear ends unless they're running big tire setups (which still monkeys with your effective ratio anyway). 3.08 isn't uncommon at all. I gotta decide if I want to go to something like that on mine when I go 8.8, the 3.31 is fine for most things but starts to get a bit annoying on the interstate at 80-85mph. Of course, I don't really road trip the car all that often, so.. (but it'd also help with towing by being able to drop out of OD and not spin to the moon either)
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I was looking at a 2.95 or 3.30 area when I put the Dana 36 c4 rear end in at some point never.
 
The wagon hasn't caught fire for a while now (w00t), but it does have a tendency to run on 7 or 6 cylinders when it gets all warmed up. I got a set of new coils and new plugs (still running whatever plugs it had in it from the junkyard). Not all that big of a task to do... other than those damn headers. I'm pretty sure they need to come off to get the plugs out.
 
JohnMc said:
The wagon hasn't caught fire for a while now (w00t), but it does have a tendency to run on 7 or 6 cylinders when it gets all warmed up. I got a set of new coils and new plugs (still running whatever plugs it had in it from the junkyard). Not all that big of a task to do... other than those damn headers. I'm pretty sure they need to come off to get the plugs out.
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Sounds like it'll be ready for MM!
 
JohnMc said:
And impressions so far on the CD009/LS combo? Probably tainted by the 3.73 rear end. But overall gearing range aside (it's a little on the short side for a lower revving motor), it's just... too many gears? The thing has *grunt*, *oomph*, etc, but the gear ratios are so close together that you almost spend more time shifting than you do in the gear. *shift* *vroom*shift* *vroom*shift*.

Maybe I'll get more used to it and start skipping gears at some point?

Adding to that mess is that I apparently broke the little plastic pivot ball in the CBF shifter. Normally you wouldn't put much of a twist on the shifter stub, but I have an offset arm that repositions the lever back to where it needs to be. With a nut that holds it on, which means you twist the lever when you tighten that nut. I guess I should have held the lever firmly, it cracked, it's got some wiggle now. And it's already a bunch of gear (6 + reverse) in a very short throw area, so a little wiggle isn't helping. The CBF guy said he'd toss one in a box for free if I paid shipping, last Friday. Last check, maybe it will happen next Monday.

On the plus side, it is still mostly usable with the broken ball.
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Obviously not the same, but my truck (nissan frontier) has a big V6 and 6 speed manual, and I feel the same way. Constantly rowing through gears. Now that I've owned it a while I've figured out which gears I can skip and lug it down a little. I usually do 1-2-4-6
 
JohnMc said:
And impressions so far on the CD009/LS combo? Probably tainted by the 3.73 rear end. But overall gearing range aside (it's a little on the short side for a lower revving motor), it's just... too many gears? The thing has *grunt*, *oomph*, etc, but the gear ratios are so close together that you almost spend more time shifting than you do in the gear. *shift* *vroom*shift* *vroom*shift*.
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When I was looking into the T56 trans. as a conversion for my 70 Chevelle, I found that these later GTO's and Camaros all had a real desert gear in the back.... like a 2.56 to 1. I'm not sure how your first gear measures up to those.... but they are so steep to become near useless with moderate final gearing.

A GM sage quipped on the HAMB that a street driven performance V8 should target a total ratio of something between 10.0 to 11.0 torque multiplication in the lowest gear. I don't know how tall the gearing is in the 8.8, but you could abandon your trans OD gear and gain some "leg room" between shifts with such a numerically low final gearing.

Good luck getting those plug wires to stop burning up..... many of these tightly packed turbo V8's must suffer the same trouble without proper CMs (countermeasures)........
 
poulrais said:
Geez! Go get yourself a lottery ticket!
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And it actually showed up in the mail yesterday.

Haven't put it in yet, I was putting in new spark plugs.

Which sounds like a fairly mundane task... but it involves taking those headers off.

I'm starting to sort of regret those headers. If I'd realized what a nightmare they'd be in regards to spark plug wires and spark plug access...
 
And I did find an issue, which I was hoping to do. One of the wires had a burnt wire near the end. That was the one that was often missing, especially when hot.

There's no great solution for wires on a couple of cylinder on the driver's side, running a 90 degree ceramic boot and pointing the wire forward and running it out between the exhaust runners above and the collector below is really the only way to do it.

I originally had all 4 wires doing the same thing, 90 degree boots pointed forward, wrapping around under. But now I have a mixture of wires. A 135 degree short direct one in front, a straight short one on #2, a 90 degree wrapped around the front, and another 135 degree.

All I know is I'm bringing a whole bunch of spares and options with me on the trip to MM.
 
I also got a stronger e-fan. I got a dual 10" fan setup that moves 1500 cfm between the two of them, mostly because it's pretty flat and fits in pretty well. But I just have a feeling that 1500 cfm isn't really quite enough. So I ordered a single 10" fan that pulls 2750 cfm and I'm just going to replace one of them for now. See how that works.

It's just slow to recover from heating up after some spirited driving.
 
like I said with mine, I haven't burned a wire since '15, I made 4 custom wires for the passenger side (the only side where stuff gets close), put the hi temp boots on em and then used fairly basic heat shielding stuff and looped the wires around the back of the head. As well as the stock manifolds weld, I should've hacked up the driver's side manifold instead of trying to make it all work with two passenger side manifolds (that worked great on the driver's side, but creates heat issues for coils and wires on the passenger side). I don't think I have a really good picture of any of it tho.

I also spaced the passenger coils up a little (and maybe back a touch as well, don't recall).

fake edit: spaced up and back from the exhaust on that side, looks like I bumped em up about an inch or so, and back... half an inch or so. I'll probably re-do a fair bit of it at some point but hell, it works and it's done.

sorting out the little things later is what separates the slops from the finishers.
 
Finished up on the driver's side coil and plug swap. Stared at the passenger side for a bit ( it's a bigger job - downpipe and manifold have to get out of the way), and just let it sit for now. Took it out for a quick zoom around the neighborhood.
And wow, I'm not sure if it was running on all 8 before. Maybe 7. Dunno, but all of them are firing now and holy hell is it brutally fast. Before the boost would kick in and it would feel pretty stout, but nothing too silly. Now? Oh heck yes!
 
Thing drove great going to and from Cars & Coffee today (hung out with SquareD for a while). Only issue I noticed was that when I got home and turned it off, it wouldn't start again. Not even a click from the starter. It was a wee bit heat soaked. I put a fan on it and it worked again after about 5 minutes. Still, not a great party trick. So I took the starter out and made a heat shield out of an old license plate. About a half inch air gap between it and the starter, shiny aluminum side out. Hopefully that will do the trick. Or I'll just leave it idling at gas stops on road trips.

Temps are nicely cooler here today, it ran nice and cool on the freeway, doing a few romps and pulls. It stays at 180, it would go up to 190 or so, then drop right back down again.
 
I put 150 uneventful miles on it yesterday, just seeing if it would act any differently on some extended driving. All good, steady temps, nothing putting out weird smells, smooth, fast, comfortable. Only used a half tank of gas so it's not exactly guzzling fuel down either.
 
JohnMc said:
Finished up on the driver's side coil and plug swap. Stared at the passenger side for a bit ( it's a bigger job - downpipe and manifold have to get out of the way), and just let it sit for now. Took it out for a quick zoom around the neighborhood.
And wow, I'm not sure if it was running on all 8 before. Maybe 7. Dunno, but all of them are firing now and holy hell is it brutally fast. Before the boost would kick in and it would feel pretty stout, but nothing too silly. Now? Oh heck yes!
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this all sounds exactly like what mine was doing lol. I got to the point where I could tell if it was missing based on how it idled and being a little lazy to spool up (but still plenty fast). It wouldn't lope or anything at idle, but it would shake the car a little. I didn't know what was going on at first because I had no idea what to expect so it took a bit to figure that out.
 
It's very subtle - going down the line of coils and unplugged the connector one by one. The idle doesn't change very much at all.
 
I will never miss an opportunity to use this Classic Ng comic:

6FSp766.jpg
 
linuxman51 said:
this all sounds exactly like what mine was doing lol. I got to the point where I could tell if it was missing based on how it idled and being a little lazy to spool up (but still plenty fast). It wouldn't lope or anything at idle, but it would shake the car a little. I didn't know what was going on at first because I had no idea what to expect so it took a bit to figure that out.
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Yea it's funny how these engines still seem okay even when misfiring on one cylinder untill you get on it
 
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