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Re: 1997 Chevy Express Cobra Conversion
SafariTim #793772 August 02nd 2022 11:32 pm
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Originally Posted by SafariTim
Yes, Sir. What he said was,
You cant spell Express without SS.

Thanks Tim,

Hopefully everything is good on Sodor Island for Gordon and you.


1983 G20 Conversion Van, 350 TPI, Reed Hydraulic Roller cam, Ported 906 Vortec, Edelbrock 3817 TPI-Vortec Base, Doug Thorley Tri-Ys, Dual 2 1/2" exhaust, Speed Density 7730 ECM tuned by ME, 700r4 by ME, Stock 1,600 rpm converter, Rebuilt Stock 10 bolt with posi by ME, 3.08 gears, 358 RWHP @ 5,200, 384 RWTQ @ 3,400, 14.66 @ 95.43 w 2.28s 60'
AdSense long
Re: 1997 Chevy Express Cobra Conversion
1983G20Van #793776 August 03rd 2022 5:28 am
Joined: Mar 2021
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S
enthusiast
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Yes sir, This fat conductor is pleased.

Re: 1997 Chevy Express Cobra Conversion
1983G20Van #793940 August 07th 2022 9:26 am
Joined: Apr 2007
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The nearly new TYC radiator failed, put an all aluminum unit in. The 383 is running cooler. Ran it for a solid hour to get all the air out with the front end jacked up. It took a solid 30 minutes of run time before it stopped venting a steady stream of air bubbles.


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[Linked Image]

[Linked Image]

[Linked Image]

[Linked Image]

While I had it running could not resist catching a video clip of the exhaust sound of the sweet 383 at idle.
[url=https://youtube.com/shorts/T29nCd8sifQ?feature=share]

Last edited by 1983G20Van; August 07th 2022 9:29 am.

1983 G20 Conversion Van, 350 TPI, Reed Hydraulic Roller cam, Ported 906 Vortec, Edelbrock 3817 TPI-Vortec Base, Doug Thorley Tri-Ys, Dual 2 1/2" exhaust, Speed Density 7730 ECM tuned by ME, 700r4 by ME, Stock 1,600 rpm converter, Rebuilt Stock 10 bolt with posi by ME, 3.08 gears, 358 RWHP @ 5,200, 384 RWTQ @ 3,400, 14.66 @ 95.43 w 2.28s 60'
1 member likes this: frscke1
Re: 1997 Chevy Express Cobra Conversion
1983G20Van #793946 August 07th 2022 12:52 pm
Joined: Jun 2010
Posts: 17,093
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I did the same thing for my '93 and my 454 LOVES IT !...

Alum rad WAY NICE thing to do for your van.

I had a double dual row made with Oil Coolers .. cost a little more than $220. Sent them my dead radaitor .

[Linked Image from live.staticflickr.com][Linked Image from live.staticflickr.com]
[Linked Image from live.staticflickr.com]


SUNSHINE VANS-VAN DIEGO
ADRENALIN BY THE GALLON & CHASIN RACIN
ONE FOR THE DIRT & ONE FOR THE STREETS
'93 CHEVY G30 454 4X4 SPORTVAN EXT 146" WB
'92 CHEVY G30 454 BEAUVILLE EXT 146" WB
Re: 1997 Chevy Express Cobra Conversion
1983G20Van #793964 August 07th 2022 11:03 pm
Joined: Jul 2019
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S
carpal tunnel
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Nice

Re: 1997 Chevy Express Cobra Conversion
1983G20Van #794166 August 11th 2022 11:33 pm
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Wow, that is nice

Re: 1997 Chevy Express Cobra Conversion
1983G20Van #794189 August 12th 2022 10:31 am
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That is a nice radiator.

I have done some more work on the van. My ac vents have been blowing a bit weak up front. I found 2 foam seals missing on the HVAC case. They were there when I changed the evaporator in 2011. I can only assume the foam seals dried up, fell apart and blew away. Since I had to open the underhood evaporator box to change them, I went ahead and cleaned the evaporator core screen and changed the blower from a 11 year old aftermarket to a new GM. Since I had to recover the refrigerant to access the core I had to vacuum and recharge the system. The front vents blow twice as hard now and cold air is no longer blowing under the hood. I played with the refrigerant charge a bit. I then tested the ac in 90°F and 70% humidity.

With both blowers on high speed and recirculate up front (rear always recirculates), I let it idle at 750 rpm for 10 minutes. After 5 minutes the front center vents were at 50°F. The rear were at 53°F at the end of the run. In the first 5 minutes, the pressures were 228.5 psi and 37.5 psi, compressor outlet was at 180°F, the compressor inlet was 54.6°F, the pressures of the gas indicating an evaporator refrigerant temp of 47.6°F and a condensing temperature of 148°F.

I moved the temperature probes to the evaporator suction line and the liquid line ahead of the orifice tube. At 10 minutes, the front was down to 46°F at the vents and the rear was down to 50°F. The rear vent I tested has close to a 15 ft run of air ducting up the driverside wall, across the roof in the back and all the way up to the mid row. The pressures were down to 219.7 psi and 35.5 psi. That corresponds to a refrigerant temp in the evaporator of 45.7°F and a condensing temperature of 145°F. The probes were measuring 52.6°F on the suction outlet and 112°F on the liquid line. Makes for 6.9° superheat and 33°F subcooling.

The suction probe had alot of heat radiating on to it from the headers and the engine fan was blowing hot air across it as well so likely skewed a few degrees warmer than the actual tubes temperature. I moved the probe 3 times just to see where the temps on the low side were. There was less than 2°F difference between the cold liquid line, the evaporator suction line and the accumulator suction outlet with an OEM accumulator blacket and insulated suction line. The compressor return was 5-6°F warmer than the evaporator outlet.

I then commanded 1,500 rpm idle using HP Tuners but the IAC was limited to 1,150 rpm. About 2 minutes into the 1,150 rpm test the front vent was down to 42°F. The rear vent was 45°F. The low side pressure was down to 30 psi and the high side was 226.8 psi. Corresponding to a 39.4°F evaporation temp and a 147°F condensing temp. The clamp on the liquid line was showing 114°F and the evaporator suction line 48°F. The low side temp probe and pressures were still dropping, but at that instant it was 8.6°F superheat and 32°F subcooling. I ran it like that for a total of 10 minutes.

After 10 minutes at 1,150 rpm the low side pressure was at 28.8 psi and the high side was at 227.2 psi. Corresponding to an evaporation temperature of 38.3°F and a condensing temperature of 147°F. The probes were 47°F and 115°F. Giving a superheat of 8.7°F and a sub cooling of 32°F. I moved the hot side temperature probe once again back to the compressor.

After 5 more minutes the compressor reading had stabilized to 163°F. The pressures had also changed slightly. The low side was down to 28.3 psi and the high side was 227.8 psi. The evaporation temp 37.6°F and the condensing temp was 148°F. The front vent was down to 38°F, the rear was 42°F.

I learned alot about how these ac systems function from the measurements I took.

Last edited by 1983G20Van; August 12th 2022 10:31 am.

1983 G20 Conversion Van, 350 TPI, Reed Hydraulic Roller cam, Ported 906 Vortec, Edelbrock 3817 TPI-Vortec Base, Doug Thorley Tri-Ys, Dual 2 1/2" exhaust, Speed Density 7730 ECM tuned by ME, 700r4 by ME, Stock 1,600 rpm converter, Rebuilt Stock 10 bolt with posi by ME, 3.08 gears, 358 RWHP @ 5,200, 384 RWTQ @ 3,400, 14.66 @ 95.43 w 2.28s 60'
Re: 1997 Chevy Express Cobra Conversion
1983G20Van #794193 August 12th 2022 11:48 am
Joined: Apr 2007
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1983 G20 Conversion Van, 350 TPI, Reed Hydraulic Roller cam, Ported 906 Vortec, Edelbrock 3817 TPI-Vortec Base, Doug Thorley Tri-Ys, Dual 2 1/2" exhaust, Speed Density 7730 ECM tuned by ME, 700r4 by ME, Stock 1,600 rpm converter, Rebuilt Stock 10 bolt with posi by ME, 3.08 gears, 358 RWHP @ 5,200, 384 RWTQ @ 3,400, 14.66 @ 95.43 w 2.28s 60'
Re: 1997 Chevy Express Cobra Conversion
1983G20Van #794226 August 12th 2022 5:14 pm
Joined: Jan 2014
Posts: 2,290
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veteran
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Cool! No pun intended... well maybe a little pun intended. lol


[Linked Image from live.staticflickr.com]
1 member likes this: 1983G20Van
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