Better late than never i guess. So heres a video of the truck (from months ago)
https://youtu.be/DKH9OufI5Ng

And an update: im having cooling system woes. The truck if run on the highway at 70+ mph in 100+ heat it gets up to 230. I have ruled out head gaskets and over fueling. Im suspicious that my 3.08 rear gears and 4th gear in the 4l80 are putting too much load on the engine on the highway and that coupled with a cooling fan setup that only pushes 2300 cfm its not keeping up with the heat load. I am currently reserching 4-6000 cfm fans that are oem clutch fan replacements for newer trucks but due to slight radiator size differences i have to be careful on what i get. Especially when they cost 600 dollars

 

I had another 93 with 3.08s in it and electric fans with the wore out clutch fan and it would heat up like yours I put the Duramax fan clutch in it and problem solved. just my 2 cents

 

Thats the kind of feed back i was hopin for! Im debating putting 3.50 gears in it with the fan, or just the fan. I got 20 mpg on my last trip from phoenix to yuma so idk if i want to change my gears.

 

Nice job James

 

If you think trans is causing extra heat issue why not add on a trans cooler, I run one with electric T Stat control to turn on the fan on the cooler at 180F return temp to trans rated for 25K loads, I pull up to 18K with mine from time to time.

I also suggest getting away from electric fans and going back to stock the OEM fan arrangement with later model high flow water pump actually moves more air than electric fans do.

GM sold the the 6.5 turbo with 3.08 gears in C1500s and 4L80E auto trans so if you are overheating you may need to look elsewhere,

What radiator do you have in it, and are you running with an AC core in it also?

What stats do you have in it, which stat housing ?

 

Just went to the video on you tube good looking swap, some of my earlier questions are answered, what kind of boost you running, I see you have a TM on the turbo, do you know what your IAT is ? sucking in hot underhood air adds to the heat load.

4L80 ??? how are you controlling the trans shifting with a stand alone computer?

 

Im running a 99 waterpump, with dual thermoatat housings with 195 thermostats with a three row aluminum radiator out of the 69. As soon as it went below 100 outside (last week) the engine takes a lot more load before heating up. I have the probe installed for the egt guage but havent goten to hooking up the gague. I dont suspect the trans to be my problem. I suspect it to be a egt problem caused by overloading it. Im running 12 lbs as of now.. as for the trans im using a FAST controller.

 

Do you process the veggie oil before burning it?

Everybody that I have heard of that ran unprocessed veggie oil had issues after a while.

If the oil is processed into bio-diesel and a good job is done, I've never heard of an issue

 

WVO/Waste fluids not my top tier of fuel additives operative word being waste, not as big an issue with the Mech Ips, has been VERY PROBLEMATIC with electronic IP over the years, might be a player might not, even with heating/straining/settling, (only way to run waste oils IMO) you still aren't impacting the chemistry of crap in waste oils that are now acidic or alkaline that is managed when used a feed stock when blended as Bio-D.

Because we are at low psi fuel systems (relatively) 3K or so as MFI vs 20K psi in common rail we can tolerate it better.

James IAT (intake air temp/charge air) was my question if you had monitoring capability, EGT also good info need to get that connected sooner than later, since this is an older you won't have an IAT sensor but can be added to your intake manifold so you know charge air temp, the hot air induction you have in photo would be improved with enclosing as a cold air. 12+ psi boost with the GM-X series turbos is where things get 'interesting" the turbo at those boost pressures gets really inefficient add in a high T2 (ambient temp) day and your charge air to engine out of the turbo runs 250F+ in electronic monitored engines 285F IAT sets a defuel on the IP to 55mm max fuel rate that does not code or let you know and also resets when you shut down until you hit that condition again. High IAT =high engine temps & reduced power output

Your mechanical IP & turbo can hit these limits but will not act upon them as no "brain/PCM" to limit operations/fuel rates, complicating this also is the waste gated GM-X turbos are very inefficient at higher boost levels on magnitude of 2x drive back-pressure to boost pressure achieved when I had my GM-8s on mine (best of the GM turbos, GM5s less efficient than the 8s) I recorded 45-50 psi drive pressure for 22 psi boost and only way to keep the IAT in check was with a IC between engine and turbo.

Have since retired the GM turbos and the IC in both my 6.5s for something in the 6.5 community known as A Team Turbo A-Team Turbo | , some have opted for HX 35/40 turbos which are better than GM turbos still operating wastegated that has some tradeoffs , ATTs also have tradeoffs ALL TURBOS HAVE TRADEOFFs just need to define goal at onset and select options from there.

From my personal experience and a few that have tried both we like the performance ATT gives, some detractors say otherwise I won't rehash that here, it has been done elsewhere under not as objective mindsets as should be applied to the discussion.

 

The only issue I have with the A Team Turbo and the only reason I do not have one, is the made in china factor. It just bugs me.