TCI Engineering's '72 C10 R&D Project

[Sales-TCI-Eng]

Really??? What are you guys planning??? Something with E85 and 800+ horsepower?

I'll let the cat out of the bag in the next few days.

I heard you've got 315's up front now. You've gotta send me some updated pics of your car in action.

-J

[Chad-1stGen]

Cool that you are taking this over Jason! When is the show you are targeting?

[Sales-TCI-Eng]

Cool that you are taking this over Jason! When is the show you are targeting?

In 10 days. Hoping to have it back to a rolling chassis by then.

[Sales-TCI-Eng]

The Holley Hi-Ram is in our possession now so we can actually do some mock up with the coils. There is plenty room to mount them underneath it. We just want to make sure that they are serviceable somewhat easily. Probably make a one piece removable shaft so they come out as a unit.



Some more major components have arrived. We haven't done a bagged shop project in a few years so this is kinda exciting. ridetech triple adjustable shockwaves 5" travel front and 6" travel rear. Dual 3 gallon tanks, dual pumps and their pressure based ride control system.

[gator68428]

The high ram is gonna be sweet. Nice work on the custom coil mounting--good use of space.

I heard you've got 315's up front now. You've gotta send me some updated pics of your car in action.

-J

Check your facebook messages, I sent you some pics--to the TCI Engineering fb messaging.

[Slick68]

The Holley Hi-Ram is in our possession now so we can actually do some mock up with the coils. There is plenty room to mount them underneath it. We just want to make sure that they are serviceable somewhat easily. Probably make a one piece removable shaft so they come out as a unit.

I always wondered if that setup would work underneath the Holley or the Edelbrock intakes. I never got to find out on my own since I'm carbureted. I'm looking forward to a final product to see how you did it. The only major concern would be too much heat.

[Sales-TCI-Eng]

The high ram is gonna be sweet. Nice work on the custom coil mounting--good use of space.

Check your facebook messages, I sent you some pics--to the TCI Engineering fb messaging.

Thanks Mitch, I'll repost them very soon. What's your IG name?

I always wondered if that setup would work underneath the Holley or the Edelbrock intakes. I never got to find out on my own since I'm carbureted. I'm looking forward to a final product to see how you did it. The only major concern would be too much heat.

I've spoke with a few engine builders and the consensus is that it's just as hot on the valve cover by the exhaust. Not as much ventilation though.

[JustJohn]

We make those injectors. There's a 163 lb/hr version available...

[Sales-TCI-Eng]

We make those injectors. There's a 163 lb/hr version available...

Good to know. I'll see how far these take us on E85 @ 80% d/c. Definitely won't be as far as the rest of the package will allow.

[Sales-TCI-Eng]

So the thing about boost. It's just a measurement of restriction. Less restriction, more flow at a given pressure. On a naturally aspirated LQ4 these 230cc AFR heads would be overkill. I've already said too much. Those that know me, know the direction this is headed.












-J

[DJW32]

i bet Jason isn't going turbo... They couldn't get skrapes iat in check while racing with a turbo... Vortech...?

[Sales-TCI-Eng]

i bet Jason isn't going turbo... They couldn't get skrapes iat in check while racing with a turbo... Vortech...?

Skrape never datalogged IAT's on track. His engine compartment lacked the room to properly build a CAI. He also lacked the grill space for a properly sized FMIC. I wouldn't doubt his IAT's were approaching 200 on a 100 degree day simply because the turbo inlet was pulling 150 degree temps out of the engine compartment.

There would be little difference in IAT's between a centrifugal blower and a turbo if the compressor wheels were the same and both were pulling ambient air into the inlet.

I guess I just defended myself into letting the cat out of the bag. hehe

-J

[Dr G]

Skrape never datalogged IAT's on track. His engine compartment lacked the room to properly build a CAI. He also lacked the grill space for a properly sized FMIC. I wouldn't doubt his IAT's were approaching 200 on a 100 degree day simply because the turbo inlet was pulling 150 degree temps out of the engine compartment.

There would be little difference in IAT's between a centrifugal blower and a turbo if the compressor wheels were the same and both were pulling ambient air into the inlet.
-J

Put the radiator in front of the tailgate and just have a big intercooler where the radiator used to be. 8^)

G

[Sales-TCI-Eng]

Put the radiator in front of the tailgate and just have a big intercooler where the radiator used to be. 8^)

G

The C10 has plenty grill space to fit even the biggest A2A. I bet one of Gale Banks' diesel FMIC would fit. Plus, this truck will be a work truck first so having a usable bed is a must.

-J

[Josh@Ridetech]

Let us know if you need anything!

[Dr G]

The C10 has plenty grill space to fit even the biggest A2A. I bet one of Gale Banks' diesel FMIC would fit. Plus, this truck will be a work truck first so having a usable bed is a must.

-J

I give myself the same criteria - usable bed. I "think" one could put a radiator in front of a (vented) tailgate and still have the bed be usable in some way. Though obviously the tailgate could no longer go down.

One thing I am against is stacking an air-to-air intercooler in front of (or behind) a radiator. God forbid there is also an oil cooler and/or AC condenser in the stack. The unit at the tail end of the stack gets blasted with hot air, and the reduced air flow due to all the restriction just hampers efficiency too much for my taste. My goal is to mount all air-cooled heat exchangers in unique locations with their own dedicated flow of air.

[Sales-TCI-Eng]

I give myself the same criteria - usable bed. I "think" one could put a radiator in front of a (vented) tailgate and still have the bed be usable in some way. Though obviously the tailgate could no longer go down.

One thing I am against is stacking an air-to-air intercooler in front of (or behind) a radiator. God forbid there is also an oil cooler and/or AC condenser in the stack. The unit at the tail end of the stack gets blasted with hot air, and the reduced air flow due to all the restriction just hampers efficiency too much for my taste. My goal is to mount all air-cooled heat exchangers in unique locations with their own dedicated flow of air.

I've owned quite a few heavily modified turbo cars over the years. The only issue I've ever encountered with a large FMIC is higher A/C pressures. I even had a front mounted A2A that was converted to A2W so there was literally no air going thru it. The core blocked half the radiator and it never had any cooling issues.

The '72 C10 grill has an upper and lower grill opening each with 162 sq/in. The core support opening is 420 sq/in. I will build ducting forcing air from the grill to the core support opening based on whatever I/C design I go with.

I will attack this one of two ways. I am generalizing core sizes in order to explain the difference.
#1 Use a 6" thick I/C core that is roughly half the height of the core support opening(7.5"). That way half of the radiator is getting clean air from the grill, the other half has 6" of I/C core obstruction.

#2 Use a 3" thick I/C core that is the full height of the core support opening (15"). The radiator isn't getting clean air at all but there is only 3" of I/C core obstruction.

I will likely end up with something in between these two. There are other cooling considerations as well, tranny, power steering, brakes and of course A/C. There will be some trial and error with it all. After the issues we've had with #projectReddawn I also have concerns about too much air entering. We installed Track Spec motorsports vents in the hood to alleviate high speed lift.

-J

[DJW32]

Skrape never datalogged IAT's on track. His engine compartment lacked the room to properly build a CAI. He also lacked the grill space for a properly sized FMIC. I wouldn't doubt his IAT's were approaching 200 on a 100 degree day simply because the turbo inlet was pulling 150 degree temps out of the engine compartment.

There would be little difference in IAT's between a centrifugal blower and a turbo if the compressor wheels were the same and both were pulling ambient air into the inlet.

I guess I just defended myself into letting the cat out of the bag. hehe

-J

I assumed boost was going to be used...I didn't know which one. I hear that tall intake will hurt numbers down low, but kick butt on the top end.

[Sales-TCI-Eng]

I assumed boost was going to be used...I didn't know which one. I hear that tall intake will hurt numbers down low, but kick butt on the top end.

Let's be honest. This thing is going to light the tires up at will. We've purposely moved the power curve to the right with those heads and intake. We'll also gear it tall to try to make it somewhat drivable on the smaller courses. Even on wastegate spring it's going to be a handful.

I am most excited about getting out to some half mile events, turning it up and letting it eat.

-J

[DJW32]

I may have missed it, but what trans are you using?