Woohoo!! So much win!
Woohoo!! So much win!
MAn I'm so excited for you. What a wonderful, painstakingly detailed journey.
This thing is gonna be the bees knees.
In reply to SkinnyG (Forum Supporter) :
All with 4 weeks to the first full day of classes, you might be able to fit in a bit of rest.
like bruce buffer would say, it's tiiiiiiiiiiiiiiiiiiiiiiiime! you have dotted all your Tees and crossed all your Eyes. it's gonna run. maybe have a helper stand fire watch and let 'er rip!
Well......
First I put half a tank of 94 in it, and jumped the fuel pump to see if there were any leaks. One baby leak which was fixed by tightening the AN fitting at the regulator.
Next I tried to pressurize the oil system of the engine by using a hand-pump-pressurized chemical sprayer. This got the gauge to move a wee bit but only by ballooning the sprayer with compressed air (probably 125psi). I figure that shows it can make pressure, so no sense tempting fate and wearing 5L of 10W30, I poured the remaining 3L in.
Then I set up VCM Scanner (HP Tuners) to log (what was) the Fuel Tank Pressure - this is where I tied in my Wide-Band. Odd that the fuel pump didn't prime..... Interesting. And VCM Scanner couldn't read the truck. Nor could VCM Editor. Nor could my OBD scan tool. Nothing could connect!!
What. The. Heck.
So after about four hours of unplugging things and testing things, and worrying that I might have shorted or fried something, I found the problem:
SOMEBODY unpinned the B+ supply from PCM blue connector Pin 20, coiled it up, labeled it "Pin 50 Unused" and put it with the others.
I don't know who that somebody is, but I suspect it's my wife's husband. What an idiot.
So it's 11pm, the dash is all back together again, the fuel pump primes like it should, and my scanners can talk to the PCM.
Tomorrow, ladies and gentlemen, tomorrow!
SkinnyG (Forum Supporter) said:Tomorrow, ladies and gentlemen, tomorrow!
i'm not even remotely embarrassed to say that i've got a creamsicle in my shorts right now.
Well......
It wouldn't crank. Not even a click.
The long and the short of it is the way I wired the Neutral Safety Switch, and the way the Neutral Safety Switch needed to be wired, were not the same. The more I looked into it, the less I knew what I did.
Starter Relay trigger+ comes from NSS in transmission, which supplies + to the relay. Relay is triggered by the PCM grounding it on one pin, when it sees a cranking signal on another pin. I didn't have that. I fixed that. This one took me a WHILE to fix.
THEN.......
It would NOT crank when you had the key on "start," but would just cough as you let go of the key and let it return to "run," but only for a fraction of a second. That one took me a smaller while to resolve. I had the starter relay source coming from an "Accessory" source, not a "Key On" source. Not sure how that happened, but I re-pinned my relay block and it would now crank.
BUT......
It would crank, fire up, and shut off after a second. This, too, took me a WHILE to resolve. Turned out the PCM wasn't seeing the Drive By Wire "Throttle Actuator Control." The Key+ source wire that comes into the TAC module was receiving no voltage. I don't know where it goes into the harness, but it wasn't Key+. I re-routed it to connect to my PCM resistor block. Now it sees the throttle!
EXCEPT....
Now it's 10:30 at night, and I'm not a complete shiny happy person to my neighbours.
EXCITINGLY......
I did find time to setup a graph in VCM Scanner that receives my wideband input (through the fuel tank pressure sender input), and calculate its error off the commanded AFR. I'm really excited about that.
It did sound good, and had good oil pressure, and oil is getting to the turbo!
AT ANY RATE....
Tomorrow, ladies and gentlemen, tomorrow.
Those all sound like completely normal berks for a ground-up build! Congrats!!!!
Yes, they are relatively minor on the grander scheme of things, but annoying nonetheless.
And I'm sure finding my 50+ body and hands do not like working under the dash. Or really at all, at times, it seems.
SkinnyG (Forum Supporter) said:Yes, they are relatively minor on the grander scheme of things, but annoying nonetheless.
And I'm sure finding my 50+ body and hands do not like working under the dash. Or really at all, at times, it seems.
Amen brother, i've got 2k in exhaust and suspension parts sitting in the garage waiting to go on my GMT 400. Of course that pesky heat dome down here in the depths of North Florida hasn't been helping things. Just don't tell my SWMBO...
Day 4 in trying to get it to run.
Well.....
PCM continues to drop the TAC module connection. I got it to run for a significant time, but it kept disconnecting the TAC and then running like crap.
I did find that one wire is supposed to see the resistance through the brake light circuit, so I properly connected that, but it did not make a difference.
Really no progress to report.
In reply to SkinnyG (Forum Supporter) :
do you have a spare PCM, and/or spare TAC module?
I do not. But I will be double-checking wiring first, and then see about finding one at the wreckers.
What pcm and application?
P59, 2007 Express 3500, 6.0L/4L80E
I've checked all V+ and grounds and voltage drops.
KOEO, I can do the funky chicken on the gas pedal, and after a short bit it "drops carrier," stops responding, and pops U0107.
I'm off to Pick-N-Pull to see if I can find another one.
i assume you've googled things like "Express 4L80E U0107" etc.
Everything Steve has is older than that. Figured I'd try see if I had one local here I could chip up to you for 20 bucks. It's all pre 2005 stuff here and Suburban 5.3 4l60
Pick-N-Pull had only ONE (1) TAC module that would work for me. I bought it and plugged it in and it's immensely better!
Although I'm only 85% sure I solved it. I did have the U0107 pop up again, but only the once. There's a chance the pedal I have is drunk too.
At any rate, I have a couple other errors to chase, but I'm pretty close. Video shortly.
AngryCorvair (Forum Supporter) said:i assume you've googled things like "Express 4L80E U0107" etc.
Those aren't usually helpful, because the whole wiring is far from "unmolested."
But no, no help there.
Turns out, transmission solenoid trouble codes go away when you plug them in. Just saying.
PCM still drops the TAC, but I think I have narrowed it to a connector.
Drove it to the end of the street and back today. It's..... different.
Thats AWESOME news!!!
Other than "different ", how did it feel?
Well, with no interior, no sound deadening, seat not bolted down, hydroboost still needed bleeding, poly bushings, poly motor mounts, 4" fender-dump exhaust pipe, 45 series tires, small air bags, and both viair compressors running:
Firm, shakey, and noisy.
SkinnyG alias FSW(way)N beware y'all iz in da howz!!!!
Carpet going in:
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