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We need some pics,all this talk w/no pics,that's a no no. :-)
MBHD
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Next weekend is the megasquirt conference and part of it is a dyno session so I'll try and get video then.
any speculation as to what its gonna put down?
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My guess is 300 RWHP @ 8# ... 375@ crank - maybe more ???? That is about 9.6#/HP <<< mid to low 13's Oh ya '06 motor update My head is finally done! Only 6 weeks  The replacement rod bolts showed up today - I don't want to discuss this as its involves a very reputable company and they were quite embarrassed. Needles to say the replacements were free. So MAYBE is 2-4 weeks the engine will be done.
Last edited by efi-diy; 09/24/08 02:14 AM.
51 GMC 4.2 turbo
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Sounds good ,did you bench flow the head?
MBHD
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Hank,
Look earlier in this thread...
I put a bigger pump in and while it helped a bit, I'm going to have to pull the intake and change the injectors - not a job I'm look forward to. Its going to be a 6 hour chore.
Just when the turbo gets really going the AFR goes lean 15:1 <<< ugly lean ... and the data log shows the injectors are at 100% duty cycle they just can't pass more fuel. So out come the stock one and in go the 36# ones I have on shelf, the next jump in injector size that I have ready is a big jump 72# whoop ass << these suckers will support 130HP each! hmmm 130 x 6 .. hmm eeek 780HP <<< time for a TH400 ....
Dyno day is Sat.
Last edited by efi-diy; 09/26/08 01:35 AM.
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If you can adjust your fuel pressure higher for now, it really does make a difference in your AFR's.
I set mine to 38 psi @ idle vacuum line disconnected, & ran crazy lean like 15 to 1
I then adjusted to 55-60 psi vacuum line disconnected & my AFR's went to 10.8 to 1.
On a side note pertaining to your flow numbers, my friend that works on all kinds of nice 4 valve cylinder heads & others, sorta thinks your exhaust flow numbers seem correct but your intake cfm seem too high.
Not saying you are wrong & also my friend has not flow tested a Trailblazer head yet,but he has flow tested modded Toyota turbo Supra heads & those are nice flowing heads BTW.
It will be interesting to see your flow chart when you post it.
Also it will be interesting on how much more power your engine will make over our old style L6's
Goodluck w/your tunning!
MBHD
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My, what a steep learning curve. Erik II#5155
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Take many videos and good luck 
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IiiiiTTT'S SATURDAY  . Good luck and let us know, soon as you can.  Please.
My, what a steep learning curve. Erik II#5155
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what is the stock size injector? and do different years have different sizes?
at what psi do your injectors run out and at what fuel pressure?
hope you did well at the dyno. tom
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Well,
Good and bad...
The dyno operator was not having a good day and was having issues getting the dyno to behave.
The truck overheated a bit as they kept wanting load runs done to sort of the dyno.. not good.
We did manage 2 full pulls though - no graph just the number - 280HP at the rear wheels - in 2nd gear - in 3rd it would have been more.
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Why is it always so hard to make everything work at the same time? 280 HP, Sounds like your truck was working. What else did you learn?
"I wonder if God created man because he was disappointed in the monkey?" Mark Twain
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Needed both the high volume pump and 36# injectors to feed it and still it went a tad lean at the top end so I cranked up the fuel pressure reg. 6PSI base pressure today. Need to go do a full throttle run up the hill to see if its got enough gas now.
51 GMC 4.2 turbo
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51 GMC 4.2 turbo
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you have to like that video.
280 hp @ 5500 rpm. is there anyway you can post a pic of the dyno sheet? i am curious about the torque and at different rpm's.
it sounded smooth. correct me if i am wrong. that is about 12 psi of boost. tom
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Thats a slick video. In my mind, that truck would be done with some chrome wheels on it...and the modified engine of course...:D Is there a video where you take off like a bat out of hell, with no care for parts or money? 
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I never did get a dyno sheet as the dyno was screwing up badly. I'll do a video shortly.
Last night was the last chance to run at the track. The density altitude was about 3800' (good for around here) on 8psi the truck ran 14.58@98mph. I'm fighting all the same issues that Tom is regarding building boost on the line. 98 mph is a high 13 second pass if it would launch under boost.
It would bust the tires loose on the 1-2 and 2-3 shift for about 50', next time out I'll have the drive shaft loop installed so I can run my slicks.
The hot side on the turbo is big (1.38 AR) so it take a long time to spool up. To compensate, I tried using a 20HP shot of NO2 to get the turbo to spool it worked a tiny bit, need a bigger shot say 75hp. Or the smaller turbine housing.
Good enough for this year. I'm going to leave the truck as it is and refocus on getting the good motor completed. Got a call from the transport company my '06 head finally showed up.
I'll post the time slip info later on today, I think the 1/8 was 7.9.
Later.
M.
Last edited by efi-diy; 10/04/08 12:57 PM.
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The last chance to run, the last show of the year, I think you have avoided using the "W" word but It's coming any way! It has cooled down here and I'm sure you Northern guys are feeling it. I've been cutting wood but I'm breaking down ( literally & figuratively ) and buying enough so that I can heat the shop this season. I've got a lot to do before next August! I admire your restraint. Most would have said, "mid 14s at about 100mph!" That ain't bad!
"I wonder if God created man because he was disappointed in the monkey?" Mark Twain
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Pretty good run for the first time out congrats!
Now,,,, don't take offence here but,,,,,,
First off, with that big of an exhaust housing you will need @ least a 3500 Stall converter,BTW what does your stall to?
What are your rear brakes disc?
A trans brake would help holding the car,but if you have a low stall converter it will never spool up fast.
I am just wondering why you have such a large turbine housing? Is it a drag car/truck only?
What size/trim is your turbine wheel?
Sorry if I sound harsh,I just want to see you run fast.
MBHD
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Hank,
Once I get the good engine in the truck I'll see how the turbo behaves and decide then to change the turbine housing. The early (pre'06) head exhaust ports are REALLY restrictive. With the built engine the exhaust ports ( after porting on the '06 head) flow > 210 cfm @ 28" at 0.450 lift. My guess is almost 50% more than the early head. So this should help get the turbo to spool up faster.
Now,,,, don't take offence here but,,,,,,
*No problem advice even if incorrect is better than silence...
First off, with that big of an exhaust housing you will need @ least a 3500 Stall converter,BTW what does your stall to?
*With the stock 4200 1800 rpm, with the previous 292 2300 rpm. I'll see how it reacts with the built engine before making a change. But generally agree that at least a 3000 stall converter will help.
What are your rear brakes disc?
* 11" Drum, I ran out of time to go in and readjust the brakes up - so this will go on the maintainence list...
A trans brake would help holding the car,but if you have a low stall converter it will never spool up fast.
Yep .. running a 4L60e so no sure if its a good idea...
I am just wondering why you have such a large turbine housing? Is it a drag car/truck only?
I got a screaming deal on the the turbo - $<900! for a new Garrett Gt4088. So I figure if I need a smaller housing it won't cost as much as getting the *right* turbo. The local turbo shop said they would give me a credit against a smaller housing if I need it.
What size/trim is your turbine wheel? Check the Garrett site P/N 703457-2.
Sorry if I sound harsh,I just want to see you run fast. << me too.
MBHD
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Hank,
Once I get the good engine in the truck I'll see how the turbo behaves and decide then to change the turbine housing. The early (pre'06) head exhaust ports are REALLY restrictive. With the built engine the exhaust ports ( after porting on the '06 head) flow > 210 cfm @ 28" at 0.450 lift. My guess is almost 50% more than the early head. So this should help get the turbo to spool up faster.
Now,,,, don't take offence here but,,,,,,
*No problem advice even if incorrect is better than silence...
First off, with that big of an exhaust housing you will need @ least a 3500 Stall converter,BTW what does your stall to?
*With the stock 4200 1800 rpm, with the previous 292 2300 rpm. I'll see how it reacts with the built engine before making a change. But generally agree that at least a 3000 stall converter will help.
I am still leaning towards 3500 to get great spool up.
What are your rear brakes disc?
* 11" Drum, I ran out of time to go in and readjust the brakes up - so this will go on the maintainence list...
***If you can upgrade to larger wheel cylinders it will help hold the truck when trying to boost launch.A trans brake would help holding the car,but if you have a low stall converter it will never spool up fast.
Yep .. running a 4L60e so no sure if its a good idea...
***I would not install a trans brake in that trans
I am just wondering why you have such a large turbine housing? Is it a drag car/truck only?
I got a screaming deal on the the turbo - $<900! for a new Garrett Gt4088. So I figure if I need a smaller housing it won't cost as much as getting the *right* turbo. The local turbo shop said they would give me a credit against a smaller housing if I need it.
What size/trim is your turbine wheel? Check the Garrett site P/N 703457-2.
This is a non ball bearing turbo correct? GTR's are ball bearing IIRC.
***That is a good sized turbo,the turbine housing is a bit big but, that also depends on your goals.
Like you said, a looser converter will help.Sorry if I sound harsh,I just want to see you run fast. << me too.
Good luck!!
MBHD
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Though I'd post some pix of the early and late head Late head with perf springs installed  Late head - ported with OEM exhaust gasket installed. Close up.  Stock early head with late OEM exhaust gasket installed  Stock early head top - ported late head bottom - exhaust ports  Stock early head top - ported late head bottom intake ports  Late head with inconel valves installed - turbo ready 
51 GMC 4.2 turbo
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now that is what i call progress and fun. sounds like the engine is running good now. refresh us to which injectors you are using and how close to max they are. it is surprising how much fuel is needed.
again, big pat on the back and a attaboy to you full pulling this off.
still glad you have not beat me at the track yet. i probably have another 7 months in the lead!
also what does your truck weigh? tom
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Previous quote " Needed both the high volume pump and 36# injectors to feed it and still it went a tad lean at the top end so I cranked up the fuel pressure reg. 6PSI base pressure today. "
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now that is what i call progress and fun. sounds like the engine is running good now. refresh us to which injectors you are using and how close to max they are. it is surprising how much fuel is needed.
again, big pat on the back and a attaboy to you full pulling this off.
still glad you have not beat me at the track yet. i probably have another 7 months in the lead!
also what does your truck weigh? tom I'll take to the public scales soon, I'm guessing about 3600#. It went 76MPH at the 1/8, 60' was crap 2.68. 98.3 MPH at the 1/4. Our mph are quite close. All in all not bad for the first time out. Finally finished putting the rotating assembly together on the good motor today. Another 2-3 weeks should see the long block complete. The long pole is the intake manifold, I got a message from the foundry to call Monday so I'll find out how close he is to having the lower runners complete. With the truck mobile again I can get it out of the shop which gives me a bit more room to work on the engine.
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flow bench data for the '06 head 
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efi,
that 60' is pretty bad. even in N/A form the engine should pull a better 60'. what is your rear geared to? like you said , the 1800 stall is strangling the motor.
i am curious to see what your torque curve is compared to mine. at 3K rpm my tq is near 300 and peak is @3800rpm. i would guess yours is higher in rpm for peak tq. what is your shift points? tom
hank, in reference to:
Previous quote " Needed both the high volume pump and 36# injectors to feed it and still it went a tad lean at the top end so I cranked up the fuel pressure reg. 6PSI base pressure today. "
i am asking this to efi, i have read all the posts because this is fun for me too. he and i have made alot of changes to our motors and not every item gets posted. just checking with him to see if he had to do any changes. tom
Last edited by tlowe #1716; 10/05/08 11:34 PM.
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What's the test pressure on your flow sheet?
Faster, faster, faster, till the thrill of speed overcomes the fear of death........
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Supposed to be done at 28" - why he didn't write it down is anyones guess.
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Tom,
Its pretty weak off the line - I don't have a dyno sheet. Running 3.50's with a 275R60 Tire << quite tall.
Last year without knowing better, I set the timing advance to 30* max thinking wedge head, well the fast burn chamber doesn't like more than 22* on reg. gas and I rattled the motor good - couldn't hear it for the intake racket. It lost a bunch of bottom end power.
Shifting at 5800.
I have the stock pistons/cams out of my '06 motor and once I get a few more projects done I'll open the stock early engine up and freshen it up using the left overs. Give the head a good port job on the exhaust and might stick it into something.
Last edited by efi-diy; 10/06/08 02:19 AM.
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[quote=tlowe
hank, in reference to:
Previous quote " Needed both the high volume pump and 36# injectors to feed it and still it went a tad lean at the top end so I cranked up the fuel pressure reg. 6PSI base pressure today. "
i am asking this to efi, i have read all the posts because this is fun for me too. he and i have made alot of changes to our motors and not every item gets posted. just checking with him to see if he had to do any changes. tom [/quote]
Excuse me!!!!!!!!!
MBHD
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efi,
you shift a 1000 rpm higher than i do. how much timing for the turbo setup?
@idle
@cruise
@boost
hank,
your excused. no harm done. tom
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must...........see.............video........ Im fascinated by the amount of $$$$$ & effort youve putting into this project...if I was local Id be at your shop buggin the ever lovin crap out of you and trying to help, although Id pull in driving a ford (inline though).
Last edited by inline300; 10/06/08 09:47 AM.
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Video.. might be a bit tough ... its getting dark here before I can get out to take some after work and they are calling for termination dust on Thursday..  high of 33*F low 26*F UGGGGGGH It sucks to live at 52* North - summer is so darn short here. The only upside is that in June it doesn't get dark until 10:30.
Last edited by efi-diy; 10/07/08 01:07 AM.
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That does suck. I have to ask, whats your exhaust setup like after the turbo? And out of cheer curiosity, why a 51 pickup? Hey, im a truck guy that cant get over the pro-street craze..so your 51 tubbed with a kick ass six banger would be a dream come true.
Last edited by inline300; 10/07/08 09:04 AM.
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That does suck. I have to ask, whats your exhaust setup like after the turbo? And out of cheer curiosity, why a 51 pickup? Hey, im a truck guy that cant get over the pro-street craze..so your 51 tubbed with a kick ass six banger would be a dream come true. Right off the turbo flange it goes from 2.75" to 4" via a custom V band setup. From there to the tail pipe its a 4" system orginally off of a duramax. Got 25' of pipe, hangers, muffler all kinds of bends for$100 as a take off, I can't buy a decent muffler for that money. So the sawsall and mig got put to use. OnceI get the running boards on the truck it all be hidden from view. Why a '51 GMC - well I needed a motor for the truck as it was just a pile of parts when I got it an no drivetrain. I was really disapointed with the built 292 that was previously in it. It sucked fuel (14 MPG highway), made the same power as the stock early motor (NA) and cost a lot to build. Knowing what I know now I would have gone straight to the 4200. The stock 4200 gets over 25 MPG. I'm still trying to understand the inliners as a group, and wondering why more folks are not using this engine. Is it the electronics that scare folks off? Or ?????
Last edited by efi-diy; 10/07/08 03:17 PM.
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In the beginning the Inliners were dedicated to preserving and racing the early Chev and GMC sixes, especially the 12 port Waynes and derivitives. We have been evolving and now embrace all inline engines, some of us are staying with the original intent (don't worry Tom I am never going to say 'old school' again), but every day brings more interesting input from the group on the overall scope of the inline. So, I would say, just different strokes.....
Tim Tenold
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Im trying to talk a fella into the 4200. We figured out the genIII v8 and I hate to say it but Id imagine another will find a home in his nova, to replace the 194, actually I dont mind, Im beyond impressed with that engine as well. Ford put all the cool inline engines (even to date) in the australian automobiles (think OE twin turbo)...if only they woulda made their way into an american ford ranger...coulda changed everything. There is a guy contemplating a 4200 in his fullsize ford, I pointed him in this direction, should he want support as to how to get by the VATS, variable timing, etc. etc..
Last edited by inline300; 10/08/08 09:17 AM.
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efi-diy " I'm still trying to understand the inliners as a group, and wondering why more folks are not using this engine. Is it the electronics that scare folks off? Or ?????" I like just keeping it old school for now. Plus, to my knowledge nobody has built a fast original engined L6 turboed street car. Glen Self had built a fast 4.2 turbo L6 that was installed in a 66 Nova,it's been done, http://www.youtube.com/watch?v=PUESVD-PnLo I'd like to be a bit different. I am pretty commited on the current engine I have. I have most of the parts to build the short block. I have a 12 port head that flows good. I have always considered building one of these engines when they first came out. As you are finding out,there is not a lot of support of aftermarket parts for that engine,even still to date. Everything almost has to be custom made it seems. Someday I might build one. MBHD.
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EFI-DIY
From there to the tail pipe its a 4" system orginally off of a duramax. Got 25' of pipe, hangers, muffler all kinds of bends .
It sounds like you are using a stock Duramax muffler?
If so, that will cause some back pressure & cause your turbo to spool up slow.
Two cents thrown.
MBHD
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12 port SDS EFI
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