Just a little more . . . . .

[BC847]

Just like anything else, wash and bake.

[BC847]

New bearings and seals for the center sections . . .








I reckon I'll start reassembling the "group" tomorrow, God willing.

[BC847]

Started fitting the turbo group . . .





Still got lots of little details to address.

[BC847]

Taking this opportunity to remake the down-pipe to bell-housing mount. I forgot about it when I switched to the lock-up trans and had to cut the thing off, dang-it.

[BC847]

Got a little more done tonight:
- The Primary pressure sensor assembly installed. The IP's AFC reference signal is from the Tee-fitting to the right.





- The Secondary pressure sensor installed.
- The turbo lube-oil manifold. It's -8AN fed and in turn feeds the turbos via -4AN lines.
- The waste-gate actuator assembly.

[BC847]

Made and installed the new down-pipe/bell-housing mount. The thing takes the load of the down-pipe and intermediate-pipe movement off the turbo flanges.

[BC847]

Still pecking at it . . .

- Cab heat plumbing.
- Intake feed-horn cleaned up and fitted.
- High-pressure injector feed-lines.
- DATA-log sensors and the associated wiring harness.
* (Most is just sitting there and easily set aside so as to install the engine with less crap in the way).









I've been dragging my feet getting to correcting/fabbing/crap regarding the turbo oil-drains and the current remote oil-filter location.

[BC847]

So, back when I first installed the triples, I had to relocate the engine lube-oil filter. I made a bracket for the filter-head that was OK but, when I installed it, I found that I had forgotten about that turbo lube-oil drain port on the engine oil pan. DOH! I had to grossly tweak the bracket to have the oil filter clear the one turbo oil drain port in the pan.







With this new build, I have to opportunity and plenty of room to fabricate/fit a new bracket that clears the two oil drain ports in the pan.
The former ugly Bracket:





Do some ciphering and make a template:





Transfer that to some 1/8" thick plate-steel, Cut it out and fold it up:





Cut/drill the opening for the filter-head and associated mounting bolts:





Paint and assemble:





Install and shorten/fit the hoses:





The hoses are well away from the hot stuff.





I think it turned out pretty well considering it was made with a jigsaw, anvil, maul and drill.

[BC847]

Back when I first built the triple-heap, the lower turbo-group support proved to be less than adequate. It broke.

So, I made a new, mo'betta one.

More CAD work:





It fastens to the passenger's upper engine mount bracket:





I drilled and threaded a hole in the engine mount bracket and, using a shoulder-bolt, a couple of small/heavy washers and a jamb-nut, made a pivot-point for the support:





A little more tweaking, cleaning and paint reveals this:








It appears to fit as though it was made to go there and allows room for a turbo lube-oil drain to pass under it:





It easily clears all the stuff behind it:





This version better accommodates thermal expansion/contraction of the heap by allowing the mass to pivot to and from the head without excessive binding:





We'll see, huh?

[BC847]

While waiting for parts:

Back in July of 2016, I rebuilt/renewed the steering on the truck. Such included replacing the steering-box mounting-plate. That removed then was found to be cracked (it was a replacement for the OEM plate that flat broke in two ten years earlier).





Well, anticipating that one (my current) would eventually crack, I got one of those aftermarket, heavy-duty ones a couple of years ago. (https://autofab.com/i-22828661-1972-199 ... acket.html)
The front of the truck's off so . . . I took the opportunity to install the heavy-duty one. It's good that I did so as the current plate was cracked in two spots (all my plate failures have been related to or around the forward-most plate-to-frame bolt).





I can't help but believe the main 3/8" base-plate of the thing somewhat reinforces that section of the truck's frame.








We'll see, huh?

[BC847]

While waiting on parts, I went ahead and disassembled and by way of the ultrasonic cleaner, cleaned the injector components. I'll reassemble and confirm/adjust the pop-pressure directly.





Clean up in there!





This old fella's been of good service all things considered.





I reckon I'll get to them soon enough . . .

[BC847]

The donor engine included its stock/OEM turbo lube-oil drain pipe. I got to looking at it and couldn't help but see the big difference in the working internal diameter of the flange/fitting. The typical "Billet" Aluminum fitting on the left, stock/OEM on the right.





At least one of my primaries was having an issue with lube-oil getting into the compressor. In addition to those narrow drain flanges, I'd committed the sin of tying two turbo drains together. Yeah, I know.

I "Tweaked" that OEM drain-tube to fit the bottom primary.







I may have to pull it up closer to the turbo, as it comes out of the turbo.

I've got a couple more 1/2" steel T3 lube-oil drain flanges. That and some 3/4" EMT should take care of the remaining turbos.





We'll see, huh?

[BC847]

So, I fixed a stupid transmission dip-stick tube O-ring leak once and for all and then got on with making the remaining turbo lube-oil drains. Started with the top primary.
- More specialized CAD (Copper-tube Aided Design) work developing/fitting a prototype using 3/8" soft copper tubing.
- Fold up the 3/4" EMT conduit to duplicate the prototype.
- Braze on a flange.





- Clean up, paint and install. It's kinda hard to see but, the plan is to use a short section of 3/4" ID hose to connect the hard-pipe to the oil-pan fitting (typical of all three drains).





One more to go.

[BC847]

This "Minor Details/Loose Ends" chit is getting out of hand.

I got the lower primary's oil-drain tube sucked up closer to the turbo to better insure clearing the passenger's frame-rail.





I made the secondary's oil-drain tube. It was a PITA ciphering the various angles of approach to the flange so as to clear all the nuts, bolts, waste-gate linkage, etc along the way AND, be able to get a wrench on those same nuts and bolts later.







With the exceptions of fabbing/installing Resilient support-mounts to those long oil-drain tubes and, providing connection fittings at the pan, I think the turbo oil-drain crap is done.

[PToombs]

Looks good Dave! When I went to compounds I didn't want to have to pull the pan, engine or what have you to install a 2nd port. I went to a plumbing supply house and bought a brass Y for 3/4 copper to tie them together, as a T isn't recommended. It was close to $25 but worth every penny! I used hard copper and fabbed up my drains and they worked great! No oil issues of any kind as far as I could tell.