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Showing results for tags 'plug'.
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Hope everyone is well. I've learned a bit since my last post about my issues but I'll explain where I'm at. My car 280z with a 99' firebird LS1 and a 4L60E trans is constantly getting getting a P1054 error code (checked with a diablosport intune, i only use it to check for codes, I need a more comprehensive scanner). When the code/check engine light comes on the car seems to lose power/struggle and miss when I hit the gas, just makes a bunch of racket, it gets around ok if I don't hit the throttle too hard. I made it to the gas station about 2 miles from my house today and the symptoms popped up, I've made it 20 miles to a car meet 100% and then on the way home from the meet the symptoms return. I'm open to suggestions of what to do. Now if you feel like reading, here's what I've done... 1. When I bought the car it didn't want to start but when it did, it got around. After scanning it a Cam sensor code came up. Turns out the Cam and MAP sensors were UNPLUGGED. Plugged them in and the check engine light went off for about two days and now I'm basically having the same symptoms I am now. (i drove the car 150 miles to OCMD like that btw before I knew those sensors were uplugged) 2. Talked to a friend who's done a few LS Swaps and gave me some things to trouble shoot. First I relocated the 02 sensors directly under the header collectors, they were about a foot down the pipe in what he described as a lazy installation. 3. My symptoms made him think the car might be starved for fuel (hesitating and struggling under load on the road) so I inspected my fuel system. The main fuel line on the car appeared to be a braided 5/16 line and it was kind of a mix of sizes to get it plumbed between the fuel tank and the pump. The car also had an MSD fuel pump rated up to 40psi... I thought I hit the jackpot... I ordered the complete PSI Conversions LS Fuel kit (25' of line, proper fuel pump *Much quieter than the MSD piece of crap*, fuel filter/regulater and all the 6AN fittings your heart could desire. Finished the install this week and fuel pressure at idle improved from 58 to 61psi. But after all that, here I am, still chasing this stupid issue. Here is where I'm at... I currently have the spark plugs out of the car to inspect them and the wires. They are all an MSD wire/boot (gray/black) set specifically for an LS but one has brown boots and is visibly torn at the plug connection so I'll definitely replace that. The plugs look ok and are NGK TR55 gapped between 55 & 60. I don't see any obvious problems other than that boot. Was googling for the correct spark gap and found this update for the Spark Plug Wire Gaps https://www.acdelcotechconnect.com/pdf/tsb/tsb_03D-J-171.pdf Well I just looked up my plugs and TR55 (gap at 60) plugs ARE NOT listed as being specifically for my year motor however some old ass LS1.com thread had guys in 2008 running the TR55 on their 99-02 firebirds. The 3 plugs on NGK's website THAT ARE what they sell for the 99' V8 all say to gap them at 40. Perhaps NGK made the adjustment to their website a long time ago when the service update was released. Is it possible I'm over gap and having misses and that's throwing the o2 code because of improperly burnt fuel on the 02 sensor? or would the the computer throw a different code? I'm not sure how specific or complicated ECU's will throw codes. I literally might just have the wrong plugs in my car... Any thoughts would be appreciated.
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**UPDATE** I have a 280ZX I'm not using, so I pulled its coolant inlet port off and installed it on the 240Z. I've learned that the later L-series engines have a threaded inlet port. I've plugged it with a 1/2" pipe plug and installed the Lower Radiator hose. Note: If you choose to do what I did, the lower radiator inlet port from my '81 280ZX is slightly pointed more engine-side than the original 240Z port. So watch out for the lower radiator hose touching your alternator. What I did to fix this problem was to twist the lower radiator hose at the bottom of the radiator to clear the alternator. Well, it doesn't completely clear the alternator, but as long as it's not touching the fan blades, I'm fine with that. ** I've completed plugging my cooling system. Thanks, HybridZ. Your input was very helpful. ** Hi Hybridz. First off, I'd like to mention that I removed my heater core. So no coolant flows through the interior. I'm trying to bypass that and apparently there are two popular alternatives to that: "looping" or plugging. I'm convinced that plugging the cylinder head outlet is the most logical way to go, since all that looping does is move cold water from around the left side of the block/cylinder head and back into the water pump inlet. Since I've deleted the heater core, the cylinder head coolant outlet is no longer necessary. Also, my engine is stock. I found a popular thread pertaining to cooling on L-series motors for racing purposes, but I feel that for stock motors that advice doesn't apply. With that said, I'm having a tough time searching on hybridz advice on how others deleted flow to the second inlet. Maybe it's so easy to do, that it goes without saying, but I'd like to know what people who have plugged their systems have done in order to delete their loop. This is what I'm going to do: Thermostat housing => intake manifold plug Intake manifold plugs (front and rear) Cylinder head coolant outlet plug by the #6 cylinder And here is where I'm stuck. The water pump inlet is branched into two, one for the lower radiator hose and one for the heater core hose. Should I tap the second one and then plug it with an npt plug?
