Well, it’s been multiple weekends and week nights working hard to get it fixed, but the VS2-8 transmission in The Ghost is now back to operational status.
A few short (<5mi) test drives were performed however with an unfinished exhaust system, things are a little too loud to be driving far. All three ‘gears’ were fully functioning and after topping off the transmission fluid (being careful not to overfill) shifts were firm.
There still remains the need for a microswitch on the throttle linkage to enable the soft down-shift solenoid for O/D to direct drive. I also want to fine-tune the shift point into O/D as currently the switch happens at about 40MPH and I would prefer it to be closer to 52MPH. I am also planning to install a small fluid/air transmission cooler and some valves for switching between O/D and Direct Drive (manual mode).
Another large hurtle overcome was getting the engine power up to rated output. Apparently making the timing adjustment as well as re-adjusting all injectors/exhaust valves with doing a full rack run/setup procedure really brought the power output up. The ‘new’ governor cover with shutdown lever that I had been fighting (and discovered was limiting fuel travel) had been adjusted to no longer interfere. With this fixed, the rack tuned normally and the idle, high speed, and full fuel adjustments were 10 times easier. Seat-of-the-pants power output feels considerably better than before. With overdrive fixed, MPG should improve as well.
The positive to negative ground conversion is going well. The generator and the regulator (stock) both operated properly once I re-polarized the generator with negative ground. The dash gauges indicated charging status and everything except the positive ground gauges I disconnected is still working. I still need to fabricate a dash, re-wire the heater coolant pump motor (swap wires), and install all the engine/transmission gauges/speedometer. It appears there will be 1 speedometer gauge + 8 aux gauges spots:
- Speedometer (0-85MPH)
- Engine Oil Pressure (0-80psi)
- Engine Water Temperature (0-250F)
- Fuel Level
- Transmission Temperature (0-400F) – 2 senders
- Transmission Pressure (0-150psi)
- Air Pressure (dual needle, indicate tank + application)
- Charge Current (stock for now)
- 1 slot left for a 2nd air pressure gauge if I go dual circuit air brakes
This weekend the plan is to fit the 5″ exhaust + muffler and route properly through the bulkhead. a 4″ to 5″ adapter is used at the industrial manifold (4 bolt) then it travels down along block, turns forward towards the bulkhead, passes through (need to cut a large hole) and bends to meet the muffler (if it won’t fit before this) and then finally dumps on the drivers side just behind the rear wheel with a 5″ turn-down. Makes for a total of ~170 degrees of 5″ mandrel bend (minus turn-down). The muffler is a straight-through resonator (Walker 21835). It will be a little loud, however I did not have enough space for a full size can in 5″ and I’d rather have less restriction than quiet exhaust (30ft from the drivers seat). I may fashion some sort of adapter to install on (or in place of) the turn-down for on-playa use to prevent stirring up playa dust from exhaust flow.
Another time lapse video from last nights work:
A photo before I put the valve cover and corner support rod back on for final road test.
