Posts by ontheway
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1,194 Posts
Thanks Robert -- a fortnight or so and I'll be back. Should know what the tax situation looks like by the 1st of March and will commit then.
Looking forward to it!
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1,194 Posts
please share don!
Joined
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1,194 Posts
Looks good. The issue with mine is the return spring on the IP Is useless. Going to either replace it and see if it helps, or more likely going to have to rig up a return spring up on the valve cover. Does your accelerator/throttle spring back to the stop position?
In other news, went back out today to fire up the engine just for kicks and it was the fastest and smoothest starting diesel I've ever been around. Can't wait to get this thing rolling.
In other news, went back out today to fire up the engine just for kicks and it was the fastest and smoothest starting diesel I've ever been around. Can't wait to get this thing rolling.
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1,194 Posts
My conversion is practically complete...
So naturally on a recent test-start I noticed exhaust coming from the heater output (no coolant added yet).
Everything I know tells me this is a head/head gasket issue. Awesome.
Truck idles, revs fine. But has never been run under load or more than 60 seconds.
So now it's a matter of deciding if I finish the install and attempt to drive... Or go backwards 6-12 months and start with a different engine.
So naturally on a recent test-start I noticed exhaust coming from the heater output (no coolant added yet).
Everything I know tells me this is a head/head gasket issue. Awesome.
Truck idles, revs fine. But has never been run under load or more than 60 seconds.
So now it's a matter of deciding if I finish the install and attempt to drive... Or go backwards 6-12 months and start with a different engine.
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1,194 Posts
First impressions of Om617 compared to 2.5NA... For reference, it is intercooler mated to 1.4 XC.
Night and day difference in power and driveability! The turbo lag is pronounced - for the first few meters as it builds RPMs it seems almost more anemic than the 2.5na. This is likely exacerbated by the intercooler. However, boost builds quickly and predictably and pulls the truck along nicely through the gears. Speedo isn't hooked up yet, but I had no problem keeping up with traffic on flats in 55mph zone. This seems unimpressive unless you have driven a heavily laden 2.5. More to follow on this after speedo is hooked up.
I live around constant hills. The truck can pull up long grades at 45mph with EGT hovering around 1000f. I didn't expect it to cruise up these hills at 60... But it would have been nice. Local steep grades with lower speed limits require me to rev high in lower gears to keep the 25-35 speed.
Low speed running in high range isn't ideal. This is likely due in most part to the switch to a 1.4. Also, the need to rev high for useful torque is limiting. I expect to spend more time in low range than before. While anemic, the 2.5 had a predictable power band in the lowest of rpms and could idle over a lot without stalling. The om617 with this gearing seems to want to stall.
Even at WOT the smoke is minimal. The engine is about the same noise level as the 2.5.
Overall so far pleased and glad to have taken the truck through this metamorphosis. One nagging problem left is a significant oil leak from the oil temp sender. It interferes with the bell housing adapter, and must be turned (unthreaded) slightly to fit past. This turn causes it to leak a good bit - more than is safe. I'm either going to have to shave material from the bell housing adapter or plug the temp sender hole with a 12x1.5 bolt. Even then, I'm not sure how I will remove the sender since it can't be turned a full rotation.
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Night and day difference in power and driveability! The turbo lag is pronounced - for the first few meters as it builds RPMs it seems almost more anemic than the 2.5na. This is likely exacerbated by the intercooler. However, boost builds quickly and predictably and pulls the truck along nicely through the gears. Speedo isn't hooked up yet, but I had no problem keeping up with traffic on flats in 55mph zone. This seems unimpressive unless you have driven a heavily laden 2.5. More to follow on this after speedo is hooked up.
I live around constant hills. The truck can pull up long grades at 45mph with EGT hovering around 1000f. I didn't expect it to cruise up these hills at 60... But it would have been nice. Local steep grades with lower speed limits require me to rev high in lower gears to keep the 25-35 speed.
Low speed running in high range isn't ideal. This is likely due in most part to the switch to a 1.4. Also, the need to rev high for useful torque is limiting. I expect to spend more time in low range than before. While anemic, the 2.5 had a predictable power band in the lowest of rpms and could idle over a lot without stalling. The om617 with this gearing seems to want to stall.
Even at WOT the smoke is minimal. The engine is about the same noise level as the 2.5.
Overall so far pleased and glad to have taken the truck through this metamorphosis. One nagging problem left is a significant oil leak from the oil temp sender. It interferes with the bell housing adapter, and must be turned (unthreaded) slightly to fit past. This turn causes it to leak a good bit - more than is safe. I'm either going to have to shave material from the bell housing adapter or plug the temp sender hole with a 12x1.5 bolt. Even then, I'm not sure how I will remove the sender since it can't be turned a full rotation.
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1,194 Posts
Took the truck out for a good 60 mile round trip today to stretch its legs. It pulled well through mixed country roads, interstate and a good 2 mile climb over Storm King.
And then it broke down in my neighborhood.
It's showing symptoms of fuel starvation and I'm seeing bubbles in the fuel line between the primer pump and the IP itself. After the breakdown I was able to restart and limp it home by remaining in first gear medium to high revs. Once I shifted to 2nd and the engine came under load it stalled again. I wasn't able to do much diagnosis after getting home because it was dark. Tomorrow I'll start looking at:
-Vapor lock
-fuel line crack
-fuel filters
-shutoff solenoid function (may be losing power)
All that being said, I was most impressed finally getting her out on the interstate where it was relatively flat. She cruised great at 65-70. Honestly 5th gear is too tall with this 1.2 and I really only used it on downhills to reduce revs at 70mph. I really see this setup having few limitations once it is properly mated with a 1.4 LT230.
And then it broke down in my neighborhood.
It's showing symptoms of fuel starvation and I'm seeing bubbles in the fuel line between the primer pump and the IP itself. After the breakdown I was able to restart and limp it home by remaining in first gear medium to high revs. Once I shifted to 2nd and the engine came under load it stalled again. I wasn't able to do much diagnosis after getting home because it was dark. Tomorrow I'll start looking at:
-Vapor lock
-fuel line crack
-fuel filters
-shutoff solenoid function (may be losing power)
All that being said, I was most impressed finally getting her out on the interstate where it was relatively flat. She cruised great at 65-70. Honestly 5th gear is too tall with this 1.2 and I really only used it on downhills to reduce revs at 70mph. I really see this setup having few limitations once it is properly mated with a 1.4 LT230.
Joined
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1,194 Posts
I am running a 12V fuel pump as advised.
------ Follow up post added March 16th, 2016 11:01 PM ------
------ Follow up post added March 16th, 2016 11:01 PM ------
Thanks I'll be sure to check that when looking for leaks
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