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Peter's '76 Ford pickup (12th) 
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LQFP144 - On Top Of The Game

Joined: Tue Dec 27, 2011 5:37 am
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1976 Ford Half Ton
300 inline 6
Holley carb
NV4500 5-speed Transmission
NP205 transfer case
4:11 gears
Dana 60 rear end
Dana 44 front end
4 wheel 3/4ton disc brakes
4in suspension lift
34in tires
FreeEMS ignition

Fred wrote:
The other night while Peter was running engine number 12, about which he's yet to post, he was having some sync troubles.

Well I've been busy getting it running.

My parents gave me this truck when I first got my driver's license. I think the theory was that it might not be the safest vehicle, but at 10 miles to the gallon so I wouldn't be able to afford to drive it very far. Originally it had a FE390 V8. I tried my damnedest to get some fuel economy out of that engine, but I never got it above 14 mpg. I ended up swapping a 300 inline 6 into it. It was a pretty fair loss of power, but it'd usually do between 16 and 18 mpg running down the interstate. The best part is that the lighter engine does way better going over snow banks.

I got stuck in this snow bank because the right hub wouldn't engage.
Image

I originally built this ignition board for my Honda. It didn't go on the Honda because the 6-2 trigger wheel on the cam isn't precise enough to run the ignition. It needs a crank with cam sync decoder written for it. Since somebody's masturbation wrist is recovering from overuse I figured I could either spend several days failing to write a working decoder, or I could just wire the board up to my truck really easily since I already had most of the hardware to run an efi system on it. Boy was I wrong. A few days and three trigger wheels later I finally got it happy enough to drive around.

Both of these videos are with the 36-1 trigger wheel from diyautotune that Fred is talking about here.
http://www.youtube.com/watch?v=ozuFDC7q9IY&feature=plcp
http://www.youtube.com/watch?v=m48X6lWPNTs&feature=plcp

The 36-1 trigger wheel before machining with the hall sensor that I never tried to use with FreeEMS. This was also my first try at mounting the sensor. I ended up with about 1/32nd of an inch of air gap.
Image

In my completely sober state the first drive is rather boring. I took it down to the parts store to get some spark plug wires that fit the coil properly. In the second video I took it onto the interstate to get home, and it backfired a few times. Right now it's running the Hotel timing table with no map reading.
http://www.youtu.be/nwwUW7BUV1g
http://www.youtu.be/vRE-XedQq8g

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Last edited by Peter on Thu Jun 14, 2012 4:11 am, edited 1 time in total.



Wed Jun 13, 2012 10:44 pm
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Peter wrote:
Since somebody's masturbation wrist is recovering from overuse

ROFL!!!

Congrats, man, you've earned it! :-)

Fred.

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FreeEMS.org - the open source engine management system
FreeEMS dev diary and its comments thread and my turbo truck!
n00bs, do NOT PM or email tech questions! Use the forum!
The ever growing list of FreeEMS success stories!


Wed Jun 13, 2012 11:24 pm
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LQFP112 - Up with the play
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Congratulations Peter.
Great Job!


Fri Jun 15, 2012 1:39 am
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Nice work!

Love the truck.

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Sat Jun 16, 2012 4:34 am
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Fred wrote:
Peter wrote:
Since somebody's masturbation wrist is recovering from overuse

ROFL!!!
Congrats, man, you've earned it! :-)
Fred.

I spent a while trying to figure out how I was going to give you a hard time, and that was the best I could come up with.

Spudmn wrote:
Congratulations Peter.
Great Job!

Thanks, I don't know about great, but it runs.

sim wrote:
Nice work!
Love the truck.

I wish I could say the same thing. It seems like that truck is coming apart at the seams. What I don't tear up is rusting away. It's a constant battle keeping it running, and it does shitty on gas to boot.

A few years ago this head decided to drop a valve seat. At the time it pissed me off, and I wanted to use it really badly for some reason. So I got one valve seat, two valves, and brazed the valve seat into the head so that it'd never come out again. It looks alright, but I've had the replacement head for quite a while now, and I thought that the backfire might be being caused by the advanced timing in conjunction with a poorly set valve seat. The intake manifold and headers don't fit well next to each other. About 5mm of overlap between the intake manifold head. So I'm also cutting into them to try align them better to improve the volumetric efficiency. Maybe tomorrow I'll know if the reman head fixes the back fire.

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Sun Jun 17, 2012 2:02 am
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Joined: Thu Jan 12, 2012 12:54 pm
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I like the music!
Bad Company - that's appropriate. Rock Steady - not sure about that yet.
Congrats!


Sun Jun 17, 2012 9:15 am
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Peter wrote:
Spudmn wrote:
Congratulations Peter.
Great Job!

Thanks, I don't know about great, but it runs.

I do, you were fighting bad hardware and, it looks like, bad software too. Be proud! :-p

Someone said to me "Congratulations, I know it was mostly Peter, but..." and I completely agree with that sentiment! Good work! Give yourself more credit :-)

Quote:
sim wrote:
Nice work!
Love the truck.

I wish I could say the same thing.

Well, if you can't, I can. Love the truck.

AncientGeek wrote:
I like the music!
Bad Company - that's appropriate. Rock Steady - not sure about that yet.
Congrats!

LOL! :-)

Fred.

_________________
DIYEFI.org - where Open Source means Open Source, and Free means Freedom
FreeEMS.org - the open source engine management system
FreeEMS dev diary and its comments thread and my turbo truck!
n00bs, do NOT PM or email tech questions! Use the forum!
The ever growing list of FreeEMS success stories!


Sun Jun 17, 2012 10:05 am
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LQFP144 - On Top Of The Game

Joined: Tue Dec 27, 2011 5:37 am
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A teaser for Fred.
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Sun Jul 08, 2012 12:41 am
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LQFP144 - On Top Of The Game

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I managed to get rid of an acceleration stall that I've been blaming on bad carburetion for 3+ years by advancing the timing.
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The far side of the table is the unused +80kPa part.

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Mon Jul 16, 2012 4:29 am
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timing adjustments work wonders don't they! top stuff! :-)


Mon Jul 16, 2012 8:42 am
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