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Thanks for the encouraging words guys. The Turbonator is back on the bench and displaying the same aberrant behavior as it was on the truck. It is not connecting to two different computers now so I'm pretty sure the fault lies in the controller or wiring. Now I will have to painstakingly inspect each connector for bent pins.
A retired SNCO had a job at a high school ROTC unit. The administrator asked for him to select a student/cadet to perform an after hours task. The SNCO replied with "Roger Wilco". Later that day, the administrator called and asked for cadet Wilco. The SNCO told her there was no cadet Wilco. She said, you told me that Roger Wilco would be the student completing the task I needed done. The SNCO laughed and said "Yes ma'am, I will have someone up there right away".
We were told this little joke during our Congressionally mandated week long course on how to be a civilian when in the retirement process. It helped break the ice a bit brought a bit of humor into a very serious setting.
Press on Leonard and you will be immensely rewarded for your efforts.
Yours looks like he's the guy in charge, not the assistant.
In other news, the Turbonator's control module, harness and actuator are going back to DPS to exchange for new updated hardware/firmware that DPS is releasing at the end of the week/early next week, The only thing these components did between the prior bench test and getting installed in the truck was sit in the box it was shipped in for about two and a half months. This does not inspire confidence in the control hardware.
The service from DPS has been top notch though. They have never once insinuated that I'm an idiot (I would have) and seem genuinely committed to helping me have the best experience possible.
I still have the turbine housing so I will be putting that in to get the supercore clocking for oil lines/drains/compressor scroll done.
Some progress made today. Got the Turbonator mounted on the flange so I can clock the supercore. I had to weld up a custom wrench to get to that lower nut next to the passenger side head. The Turbonator has loads of clearance all around once the vane actuator is taken out of the equation.
Got the clocking of the center cartridge and compressor scroll done today. The misalignment of the CAC tube to the turbo is quite severe. I will be welding a spacer and reclocking the bend in the tube in an attempt to get things to line up better.
My IC pipe was off by a bit, but not nearly that much. I was able to overcome the difference in angles with a slightly longer boot than what CSD sent to join the tube and turbo. Maybe his tube bender was drunk when he made that one Leonard. At least you have the skills and tools to change something like that to make it perfect.
Mine was off quite a bit too. I think the main issue was the Y. It wouldn’t let the turbo outlet clock low enough to line up with the CAC tube. I was able to adjust and wiggle to get it to work ok with the longer boot Sous recommends. I believe one thing that really helped mine was pulling the CAC out from the IC so it was a spaced fit using the boot. This let me adjust the angle a little better by twisting the tube.
But I bet yours will fit better.
That is one big cat. (maybe its the camera adds a few lbs.)...
