First Engine Run
Saturday, January 19, 2008. Twelve degrees outside. The evening before the Prestone Extended Life coolant (the pink stuff) had been added; the last remaining project needed to start the engine. The GT had been pushed out of the garage and pulled back in with the exhaust facing out the garage door, so that it could be started inside the garage. This was it. Seven months of work assembling the chassis and we would now find out if we did it right.
Before turning the ignition switch on we pushed the start button, which turns over the engine without starting it. This got the oil flowing before firing it up.
The ignition was turned on and we flipped the left fuel pump switch. The fuel gauges sprang to life, dutifully reporting the six gallons in the left and three in the right tank, which we had poured in a couple of weeks before. The fuel gauge showed exactly 12 volts coming from battery. Three pounds of pressure shown on the fuel pressure gauge after the large fuel filter / water separator had a chance to fill with fuel. A blast of cold air greeted us when we opened the garage door half way, just enough to clear the exhaust pipes.
Standing in front of the car where both the start button and the accelerator pedal could be reached, we pushed the button after a couple of primes on the pedal. It fired up instantly. After just a few minutes it was idling nicely around 1000 RPM. The oil pressure was showing about 50 pounds and the temperature gauge, after a seemingly long wait, started to move. All the gauges were working!
After a few minutes the fan thermostat activated the radiator cooling fans. But something about the temperature was not quite right. The engine thermostat was not opening. The coolant tube coming out of the top of the engine was cool, yet the engine seemed hot. Suddenly the engine temperature gauge started rising rapidly, to near the top of the scale.
Obviously we had a problem, so time to shut down. I turned the ignition switch to off, but the engine kept running. Ryan grabbed a half inch wrench, removed the ground wire from the battery, and it still kept running. I reached into the compartment were the MSD ignition panel was mounted and started unplugging wires (later realizing it was the fuel pumps that I had unplugged). It still kept running. So finally, as a last resort, we just yanked the distributor wire off the coil, with a burst of static spark. It finally died. Good thing there was no video running.
Time for a break. Nothing like a sub sandwich from Quiznnos to help the analysis. We figured out both problems over lunch.
First, we reasoned that the engine did not have enough coolant despite the three gallons plus poured in the night before. We did not properly ‘burp’ it. Without coolant at the top of the engine, the thermostat would not open. The coolant vent line had not yet been installed, since we thought opening the vents on the top of the radiator as it was being filled would be sufficient for this initial test run. But now was as good a time as any to complete this little project. A couple of hours later and the vent line, noted in a previous post, was in place.
Next we removed the fan relay switch which is located just behind the thermostat in the fitting where a heater hose would normally be connected. Coolant was added until it reached the top. Then we jacked up the front of the car, to assure that this opening was indeed the high point on the engine and as we did so we heard some big air bubbles and saw the level of the coolant drop – clearly there had been air trapped in the back of the engine. Satisfied that as much coolant had been squeezed into the engine as possible, the fan relay switch was replaced and tightened.
Second, we thought through why the engine would not die when turned off. The alternator, a Powermaster single wire GM unit, has a two prong connector as well as the single output terminal. The Painless wiring harness has detailed instruction describing the connection of the ‘exciter’ wire to the two prong terminals, so we followed the instructions and hooked them up. The alternator instructions, however, noted the following:
SPECIAL INSTRUCTIONS
1. One wire alternators require no jumpers from the internal regulator to the alternator battery post. A wire should run from the output terminal to the battery post, hence the term “one wire”.
We were aware of the foregoing admonition, but there was nothing to indicate connecting the two prong connector as recommended by Painless would prevent proper operation. So we elected to wire it, recognizing it may have to be revised. We reasoned that the MSD ignition was getting power from the alternator when the ignition was turned off, and that the ‘exciter’ wire was the culprit, since it was also connected to the ignition switch, thus providing an electrical source from the alternator when the ignition switch was turned off. We simply unplugged the two prong connector. A diode supplied with the MSD ignition could be inserted in the ‘exciter’ line, but why bother? This connection is not necessary with this alternator.
Time for the second run of the day. It was now about 9:00 pm. It was still miserably cold. But we could still see lights on at the neighbors house, so what the heck. Opened the garage door, turned on the ignition switch, pushed the start button, and it started right up. It settled into a nice idle, but then after just a few minutes it seemed to be starving for fuel. Pushing the accelerator pedal seemed to help briefly, but then it just died. “Dad, you forget to turn on the fuel pump.” Yea, that would do it. So a flick of the fuel pump switch and we restarted it. Good thing no video was running.
This time the water temperature gauge climbed appropriately. The auxiliary fans kicked in around 180 degrees on the gauge. The engine thermostat opened around 190 on the gauge, and then the temperature dropped in literally seconds to around 175. The coolant issue had been resolved!
Satisfied that we had made enough noise on a frigid Saturday night, we turned the ignition key to the ‘off’ position, and the car died instantly. That problem had also been solved. The neighbors could now go to bed.,
All in all, it was a rather satisfying day. All the gauges work exactly as they should. There do not appear to be any electrical gremlins anywhere and the engine starts and idles nicely. There are some engine and carb adjustment issues, but those will wait for another day, as we get back to finishing the chassis.
Sorry. No video. Yet.