Inliners International Forums General Discussion Vortec 4200

ACH57-
You couldn't get ahold of me because I was in Iraq for 9 months & couldn't log on. Most forums & whatnot are Gov't internet no-no's, so I was bumming.

Anyway- Good to see the 'forever thread' is still going strong!

Started my 50 Chev Pickup - 4.2 up this evening (on Spray). I have a Westers Tuned ECM. My problem is still with the Fuel - doesn't seem to be pumping properly. I modified a tank to use the In-Tank Pump from my donor, and I hear it come on when I turn the Key. Guess I'll have to check if it is pumping at all.... Does anybody know what to do with the two extra lines (Vacuum / Air) that go down next to the Fuel line?

Aaron

I checked plenty of fuel on the rail (I smell like gas now). I checked the wiring - seems to be ok - as I can start it on spray. Did I miss a wire?

Do you have a pressure gage installed? Its possible to have volume but low pressure.

Does the fuel rail have a return line? If not do you have an air lock in the rail?

Worst case - pull the rail and injectors as an assembly then set up 6 containers and set the injectors into the containers. With the coil packs diconnected - crank the engine with the pump enabled. After 20 rev's of the crank or so check the fuel level in containers. The levels should be very close. Watch the spray pattern for low pressure (dribbiling fuel).

I hope nobody minds me summarizing, but I want to make sure I got everything out of this thread:
4.2 out of boneyard
Flywheel from Jerry
Clutch/Pressure plate/Tranny out of Colorado
Either: EDIS and MS or GM electronics reflashed
Oil pan relocation
Trailblazer pedal OR cable TB

Is that right?
Jeez it sounds like a lot of work.

i just got my 4200 swap running last saturday

its in a 98 jeep wrangler stock pcm,hptuners i have the stock speedometer (trailblazer) wired up and working

I haven't seen this on here yet, 4200 in a Nova Wagon. video.aol.com/video-detail/nova-wagon-4200-vortec-inline-6-turbo/4204860020 I hope I did that right , if not I know it works if you cut and paste. Need to get grandson to show me how to do this.

"Thanks for serving"

Glad to see you home safely. And thanks for your service and all military men and women serving the globe. You should be proud!

OHCFbird

Glad you're home (in one piece too, I hope).

http://video.aol.com/video-detail/nova-wagon-4200-vortec-inline-6-turbo/4204860020
No cut & pasteting req'd

MBHD

30 pages, a handful of people doing the conversion and only two pix (firebird) and one video (nova wagon), how bout more inspirational pictures and/or videos?

Found some visual video motivation on youtube

says 4200 vortec I6 in a 50 chevy, gets the win light.
http://www.youtube.com/watch?v=HPJ6vBhHexg

Cool, Any pictures of the rest of the truck?

if anybody wants to check out my 4200 swap i have pictures up now

jeep 4200 vortec swap

Scotte

Who made the oil filter adapter on the block .. got a part number?

Scotte

Nice install...sucker looks like its supposed to be there.

Should be fun.

transdapt 1420 is the 90 deg adapter i used but i had to carve away a couple of ounces of BLOCK so it would spin on

transdapt 1020 is the straight down adapter and that on looks like it would go on w/ no modifications but i didn't have the room for it

i used hp tuners to take the theft function out of the computer and yes the factory speedo cluster completly works

4200 fuel mileage ..

Just came back from the can-west inliners bbq.. 8 1/2 hours drive one way

The drive home involves climbing some 4000' elevation changes twice. The 4200 got 21-22 MPG going up these mountains and down.. . averaged over 270 mile used just over 13 US Gal. (51 liters).

So on a flat highway I'd guess it would be 24-25 MPG which is a huge increase over the 13 MPG with the previous 292.

The engine is in a 51 GMC with a 4L60E going into a 9" with 3.50 gears and 275/60R15 tires. In OD locked up about 2100 rpm at 70 mph.

Just read this entire thread. Not interested in swapping my 250 at this point but down the road....

That said, I'm NOT interested in the computer control. I saw one photo (Howell??) of an engine with carbs and what appeared to be a distributor running of a gear/cog belt from the front engine pulley.

Has anyone done anything like this? The intake manifold is easy. variable cam timing and how to defeat it?

efi,
tell us about the power it has in stock form. what rpms do you take it to? will it spin the tires from a stop. inquiring minds want to know. you know there is alot more people than us that want to hear.

i am impressed with the mileage. my engine is geared simular. 700r4/ 3.55 and 355/60-15 tires. almost the same rpms. i see around 18 at that 70 mph mark. tom

Variable cam timing ... just leave it disconnected or replace the exhaust cam sprocket with an adjustable one from Bates engineering.

As far as dist on a cog belt - well personally I think your asking for a world of hurt with timing scatter. The electronics needed to drive the stock COP ignition is pretty simple.

That said you could consult with Jerry W. for a dist. solution that works.

Tom,

The engine loves to rev. I can buzz this to 6200 RPM easy with the stock motor. The mid range is quite strong and it'll smoke'm easy with a bit of converter load. With a manual it would be crazy. The 1-2 shift burns the hides for 20', the 2-3 a good 3-4'

It runs out of 2nd gear at 75 mph....! I haven't found enough road to run out of 3rd....

I bet in a more aerodynamic body even your EC it would get 26-28 MPG. The '51 is a big brick... Bet in OEM stock form the truck would have a hard time going faster than 80 MPH.
The motor likes to turn 2600 to 2800 on the highway, just one problem this is 75 to 80 mph - way over the local limit. So I think 3.7 or 3.9 gears would be better than the 3.5's that i currently have. I suspect that it will get better mileage with more gear as at 2000 its not in its power band and you need to crack the throttle more. I tried this by running in drive at 2750 rpm - the motor needed just 47/256 on the VE table at 2750, shifting to 4th (OD) at 2000 it needed 130/256 VE which is a lot more fuel almost 3x as much. The trail blazers come with either 3.5, 3.7 or 4.10 gears. For folks not EFI friendly VE is the fuel control table. 256/256 is 95% duty cycle on the injectors.

The motor like to idle on just 7/256 - basically very little fuel .

M.

Sure would be cool to see a video of this thing in action.

Can anyone answer this question? thanks a bunch.

http://forums.trailvoy.com/showthread.php?t=41406&page=3

see post 30 for rough dimensions

http://img532.imageshack.us/my.php?image=732008011921xz3.flv

hope this works the camera operator needs a bit more practice - at the very start you can hear the tires bust loose going into 2nd at 35 mph

My first truck I drove was a 1950 GMC w/a 235 stick shift.
It would burn out very easy,I believe because the trucks are light plus,not much weight over the rear.


MBHD

thanks efi-dyi

that thing sure has a unique sound, looks good too.

Hey guys I'm looking into building a variable pulsewidth modulator. It will allow you to hook up the vvt and change cam position dependant on the throttle position. Basicly tighter lsa(more overlap at full throttle) and wider lsa for idle and off idle. I will post it here if/when its completed.

does anyone know how to decode the # stamped below the starter. am trying to determine what year engine I have.

Doug,

Does the engine have a metal or black plastic cam cover?

Post a pix and I can help ID the year with a few more questions.

also www.vortec4200.com

dedicated to the 4200 engine..