--
From: owner-stealth-3000gt-digest@list.sirius.com
(Team3S Digest)
To: stealth-3000gt-digest@list.sirius.com
Subject:
Team3S Digest V1 #87
Reply-To: stealth-3000gt
Sender: owner-stealth-3000gt-digest@list.sirius.com
Errors-To:
owner-stealth-3000gt-digest@list.sirius.com
Precedence:
bulk
Team3S Digest
Saturday, January 30 1999 Volume 01 :
Number
087
----------------------------------------------------------------------
Date:
Fri, 29 Jan 1999 13:23:02 -0800
From: Ken Middaugh <middaugh@omega.gat.com>
Subject:
Re: Team3S: Transfer Case Woes
Hi Scott,
Get under the car and
determine where the leak is coming from. It is
possible if you over
filled a little that it may be spitting oil out of
the top vent (this is what
is happening with mine, no drops, but a light
trail of oil from the
top).
- --
Ken Middaugh
General Atomics
San
Diego
(619) 455-4510
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Mon, 01 Mar 1999 22:43:13 +0100
From: Matthews <matthews@wiesbaden.netsurf.de>
Subject:
Team3S: Mitsu brake pad part number?
Can someone please send me the
Mitsubishi part number for OEM front
brake pads for a U.S. spec 94
VR-4? I checked my brakes this evening
and there is nothing left on the
front right outer pad. Metal Matrix
pads wear too quickly!
Anyway, I need to try and find replacement pads
tomorrow morning but want to
make sure I have the right part number in
case the Euro-spec cars have
different brakes (don't think so but not
positive and I don't have time to
screw around). TIA!
-Jim
- --
Matthews - Wiesbaden,
Germany
matthews@wiesbaden.netsurf.de
(64 Kbps ISDN)
http://rover.wiesbaden.netsurf.de/~matthews
***
3000GT-Stealth International (3Si) Member #0030 ***
http://rover.wiesbaden.netsurf.de/~matthews/stealth.html
Jet
Black '94 Dodge Stealth R/T Twin-Turbo AWD AWS 6-spd
Adjustable Active
Suspension, Adjustable Exhaust System
K&N FIPK, A'PEXi Super AVC-R (1.0
bar @ 70/84% BADC)
A'PEXi Turbo Timer (30 sec), Blitz Blow-Off
Valve
Magnecore spark plug wires, Redline ShockProof fluids
Metal Matrix
brake pads, custom braided brake lines
Michelin Pilot XGT-Z4 245/45ZR17, TS
(so far): 166mph
G-Tech Pro: 0-60 4.79 sec, 1/4 13.16 sec @ 113.9 mph
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Fri, 29 Jan 1999 16:38:55 -0500
From: "Nexus Motorsports" <nexus@alleyesonme.com>
Subject:
Re: Team3S: Detonation
Something else to think about when it comes to
EGT's and detonation (Jack T.
pointed this out earlier this week as
well).
Too much ignition timing retard will make EGT's shoot way
up. This is very
important to remember because I've heard of folks who
want to be
conservative and set their timing on retard and ended up blowing
up their
engine. When they make a run and see EGT's abnormally high,
they think that
they are running too lean, so they manually retard timing
even more. It can
be confusing because you don't really know what's
causing the EGT's to go up
so high, too lean, or too much ignition timing
retard.
Chien
Nexus Motorsports Import
Performance Parts Specialists
http://www.nexusmotorsports.com
Phone:
(301) 631-9210
Fax: (301) 631-9211
For subscribe/unsubscribe info,
our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Fri, 29 Jan 1999 16:42:35 -0500
From: "Trent" <rtrent@nlci.com>
Subject: Re: Team3S:
Detonation
All,
Another worthy thread.
I think Berry pretty
much covered it. My own experience prior to upgrading
the fuel system
was a sudden, although suttle, reduction in acceleration at
mid to high
rpm. Opposite of what your expecting when you just dialed the
boost up
a notch, (a great indicator that you just exceeded the maximum
boost you can
safely run). One exception for me has been the ability to run
92 oct. @
18psi smoothly all the way to redline after upgrading the
fuel
system.
The problem with higher octane is one of
availability. A test sometime ago
in SCC indicated that so called
octane booster addatives offered only a
slight increase i.e. from 92 to
94. In some cases this may be all that is
needed, but as far as I can
tell, 116 oct is far from excessable.
Regards,
DaveT/92TT
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Fri, 29 Jan 1999 17:14:51 -0500
From: "Trent" <rtrent@nlci.com>
Subject: Team3S:
Detonation Primer (Sorry)
All,
For those interested, here are a
few less known knock (detonation) fun
facts:
Most refer to detonation
as a form of pre-ignition cased by so called hot
spots in the combustion
chamber such as carbon deposits or thin material
sections that cant lose heat
fast enough, resulting in red hot ignition
sources. Not our problem,
Mitsu engineered one of the best engines ever for
us.
Knock is
generaly recognized as instantanious ignition of the remaining
unburned fuel
in the combustion chamber known as `end gas'. As the mix
begins to
burn, you can imagine that as the first half of the mix has burned
(expanded)
the remaining unburned fuel has now been compressed in a big way.
Now imagine
half of the remaining half, burning (expanding) resulting in
even more
compression on the remaining unburned fuel. For the more
technical
minded, pressure goes up exponetially relative the the remaining
unburned
fuel. This is the reason knock always occurs on the last bit
of
unburned fuel. Granted, the more severe the knock conditions are,
the
greater the amount of end gas that instantly ignites (knocks).
All
combustion has a certain amount of ignition delay, including knock.
The
more severe the knock conditions, the shorter the ignition delay.
Most
modern engine designs push combustion well into the knock region, but
avoid
knock by designing for faster combustion. This consumes the
end gas before
it has a chance to instanly ignite (knock). In other
words, the end gas is
consumed within the ignition delay period of the
onsetting knock.
The most effective way to speed up combustion is by
inducing mixture
turbulance. References to `fast burn' combustion
chamber designs more aptly
refer to high swirel and tumble. Richer
mixtures also burn faster. In some
extreme cases (sub-zero), when it's
so cold that heat from initial
combustion moves away from the spark kernal
(initial ignition at the spark
plug tip) so quickly that combustion isn't
sustained, the ECU can run as
much as 90%+ fuel to air just to get things
going. Opps...too long, sorry.
Thanks for the
forum,
DaveT/92TT
For subscribe/unsubscribe info, our web page is
http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Fri, 29 Jan 1999 14:27:12 -0800
From: Chris Winkley <cwinkley@plaza.ds.adp.com>
Subject:
RE: Team3S: Detonation
- -----Original Message-----
From: Trent [mailto:rtrent@nlci.com]
Sent: Friday,
January 29, 1999 1:43 PM
To: stealth-3000gt@list.sirius.com
Subject:
Re: Team3S: Detonation
<snip>
One exception for me has been the
ability to run 92 oct. @ 18psi smoothly
all the way to redline after
upgrading the fuel
system.
<snip>
Regards,
DaveT/92TT
=========================
Dave...
Please
describe what you mean by "upgrading the fuel system". Also helpful
would be
a list of your other mods.
Thanks.
Looking
forward...Chris
1995 Glacier Pearl White VR4 (w/HKS Super Flo intake, HKS
SBOV, Predator dry
cell battery, bored and polished throttle body, Magnecore
8.5mm wires, HKS
double platinum plugs gapped at .034", GReddy PRofec A boost
controller,
GReddy turbo timer, ATR downpipe and test pipe, GReddy catback
exhaust,
Eibach 1" drop progressive springs)
For subscribe/unsubscribe
info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Fri, 29 Jan 1999 16:25:32 -0600
From: Scott J Cowan <sjc0u812@juno.com>
Subject: Re:
Team3S: Transfer Case Woes
Ken:
I suspected that too, but they
showed me the case, and pointed to the
female gear, and indicated it was
coming from there.
Thanks,
Scott
On Fri, 29 Jan 1999
13:23:02 -0800 Ken Middaugh <middaugh@omega.gat.com>
writes:
>Hi
Scott,
>
>Get under the car and determine where the leak is coming
from. It is
>possible if you over filled a little that it may be
spitting oil out
>of
>the top vent (this is what is happening with
mine, no drops, but a
>light
>trail of oil from the top).
___________________________________________________________________
You
don't need to buy Internet access to use free Internet e-mail.
Get completely
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------------------------------
Date:
Fri, 29 Jan 1999 18:00:27 -0500
From: "Stealth" <cirrus@shore.intercom.net>
Subject:
Team3S: The EVC-II on eBay
I wanted to mention something to you guys,
that I'm not going to publicly
mention on eBay.
If one of you guys on
the Team 3S list ends up getting it, I'm planning to
toss my old HKS turbo
gauge in the box to go with it, as a bonus. The glass
is missing out of it,
but again, it should be ok.
That is, if I can find it again. If I can't,
I'll include a bit of Gathering
memorabilia instead, out of appreciation for
you guys.
Robyn
For subscribe/unsubscribe info, our web page
is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Fri, 29 Jan 1999 15:08:40 -0800
From: wce@bc.sympatico.ca
Subject: Re:
Team3S: Detonation
Trent wrote:
snip
> I think
B>a<rry pretty much covered it. My own experience prior to
upgrading
> the fuel system was a sudden, although suttle, reduction in
acceleration at
> mid to high rpm.
Trent...this mid range (to upper
rpm range) has been reported by others as well. My
question is this...does
this act as a split second hesitation in the acceleration curve,
or does it
essentially flatten the acceleration with power loss???? If the
curve
continues through/past the hesitation, rather than flattening off, one
might mistake it
for a miss and assume plugs need gapping. This misdiagnosis
in turn could lead to
meltdown if you were getting ready to set your best
track run yet. Can you comment again
on the symptom with this possible
ramifaication in mind?
Best
Darc
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Fri, 29 Jan 1999 18:11:52 EST
From: Klusmanp@aol.com
Subject: Team3S: Fwd: BRE
Engines tranny mod - synchros
This is a multi-part message in MIME
format.
- --part0_917651515_boundary
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I got the following message from Vernon
about BRE Engines rebuilding worn AWD
trannys. I'll probably call Jeff as he
suggests. Other interesting info as
well.
No word from Ligenfelter
about synchros as of yet...
Paul Klusman
In a message dated
99-01-28 08:00:19 EST, venaidoo@dttus.com
writes:
<< Paul,
I'm going to be talking to him today
sometime, and I'll throw your
question by
him. I also suggest that you call Jeff (owner of BRE
Engines) at (408) 995-5750.
Your
question aside, I hope you and your fellow members are aware of a
CD that is going to produced in the next
month or so, that will
contain all
3000GT/Stealth tech info in it. If you're interested in
this, talk to Vineet Singh (a280z@hotmail.com), and he will fill you
in on more info. He owns the one for the DSM
cars, and the CD also
contains various
projects that members have undertaken with pictures.
Hope I was
helpful.
Vernon Naidoo.
>>
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Date:
28 Jan 1999 06:59:12 -0600
From: Vernon Naidoo <venaidoo@dttus.com>
To: Klusmanp@aol.com
Subject: Re: BRE Engines
tranny mod.
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Paul,
I'm going to be talking to him today sometime, and
I'll throw your
question by him. I also suggest
that you call Jeff (owner of BRE
Engines) at (408)
995-5750.
Your
question aside, I hope you and your fellow members are aware of a
CD that is going to produced in the next month or
so, that will
contain all 3000GT/Stealth tech info
in it. If you're interested in
this, talk to Vineet
Singh (a280z@hotmail.com), and he will
fill you
in on more info. He owns the one for the
DSM cars, and the CD also
contains various projects
that members have undertaken with pictures.
Hope I was helpful.
Vernon
Naidoo.
______________________________ Reply
Separator
_________________________________
Subject: BRE Engines tranny
mod.
Author: Klusmanp@aol.com at
Internet-USA
Date: 1/27/99 6:43
PM
Vernon,
I am a member of a car
enthusiasts club who trade technical information about
the Mitsubishi 3000GT
and the Dodge Stealth via the internet. The synchros in
the 5 and 6 speed
manual transaxles tend to wear out, and unfortunately, the
tranny
manufacturer refuses to release individual parts for transmission
repair/rebuild. I'm not sure what the situation is for the Eclipse/Talon,
but
anyone who owns one of our cars must swap out the worn transmission for
a
completely new unit at considerable cost.
One of our members spotted your post on the DSM digest about the tranny mod
by
BRE Engines. Would BRE be able to rebuild a worn tranny (needs new
synchros)
from an AWD 3000GT/Stealth? To do so, they would have to be able
to
repair/recondition/duplicate the synchros or adapt synchros from another
vehicle. Appreciate any info you could pass my
way.
Paul Klusman
-
--part0_917651515_boundary--
For subscribe/unsubscribe info, our web page is
http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Fri, 29 Jan 1999 19:23:11 -0700
From: "Barry E. King" <beking@home.com>
Subject: RE: Team3S:
Detonation Primer (Sorry)
I just wanted to add a bit. The "richer
mixture will burn faster" bit
should not be construed as richer is
better. There is a limit to how rich
the mixture is before it starts to
do one or more of
a) not ignite at all
b) waste fuel (political point
that may or may not be relevant <g>)
c) reduce power output through
incomplete combustion
d) cause combustion in the exhaust
manifolds
What this limit is depends on a number of factors and the math
would exceed
the length of the original post several-fold ;)
Also,
Chien's (and Bob's or Jack's) point should not go unheeded -- high
EGTs do
not always mean a lean burn. In our cars more often than not I
am
convinced high EGTs are the direct result of excessive timing due
to
presence of detonation. This is not to under emphasize the
importance of an
adequate fuel
system.
Regards,
Barry
> -----Original
Message-----
<snipped>
> The most effective way to speed
up combustion is by inducing mixture
> turbulance. References to
`fast burn' combustion chamber designs
> more aptly
> refer to high
swirel and tumble. Richer mixtures also burn
>
faster.
<snipped>
>
> Thanks for the forum,
>
DaveT/92TT
>
>
> For subscribe/unsubscribe info, our web page
is
http://www.bobforrest.com/Team3S.htm
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Thu, 28 Jan 1999 00:30:04 -0700
From: Dave <monarchd+team3S@colorado.edu>
Subject:
Re: Team3S: Questions: 4WS, custom exhaust, motor flush
"Barry E.
King" wrote:
> AWD/4WD vehicles tend to want to wander a bit
anyway. Since the front
> wheels are driving wheels they tend to
pull up on irregularities in the
> road. This phenomenon is
exacerbated by wide tires.
I'm assuming "pull" implies
acceleration. my problems occur more while
coasting or braking.
I agree that the tires are an issue, but I have driven
plenty of HUGE tired
vehicles including numerous 930's and a 94 VR4 that were
nowhere near this
bad.
> Remember that the VR4 (and 3K/S in general) has a very
pronounced forward
> weight bias which can make the car feel a little more
excitable under
> certain situations. This is not a big deal
though. I have literally had my
> car airborne at over 135 MPH (on a
rather rough road with many dips and
> curves - my favorite local test
road) without any nasty behavior from the
> car and that was with the
stock suspension. I would not do this on purpose
> again nor suggest
that anyone try it but the car handles amazingly well for
> what it
is.
yahoo! :)
> If the car is truly being extremely
jumpy then there may well be something
> wrong with the
suspension.
exactly what I'm trying to determine! :) I guess I'm
trying to find out what
might be damaged or malfunctioning to cause such
abnormal behaviour. I was
hoping someone would say "hey, I had the
same problem and it was the xxx part."
I also realize that there are a number
of variables to isolate.
I guess I'll give the body shop a try and
see what they can determine.
Thanks to everybody that
replied! It's wonderful to be part of such a helpful
group!
sorry about the original multiple question post. I know better
now.
Dave
91 VR4
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------------------------------
Date:
Thu, 28 Jan 1999 00:55:26 -0700
From: Dave <monarchd+team3S@colorado.edu>
Subject:
Team3S: miniture bulbs for active-aero switch
I realize this is pretty
low-tech, but I thought I'd share some info that
Mitsubishi couldn't help me
with. I noticed that only one of the lights in
the active-aero switch
was coming on, and figured, no biggie, I'll get a few
bulbs at the
dealer. no dice. buy a new $50 switch to replace a $0.75 bulb.
ahem, does this scenario sound familiar? either that or the parts guy
here
doesn't have a clue.
solution: radio shack - part #
272-1092B contains 2 12V 60mA micro lamps that
aren't exact replacements
(they're a tad shorter) but they work just fine. you
only have to
unhook the old bulb from the plastic base and feed the new one in.
pretty
obvious when you look at it. I heard somebody refer to them as
"grain
of wheat" bulbs in case radio shack isn't in your area, maybe a
hardware store
will have them.
hope this is useful to
somebody..
Dave
91VR4
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is http://www.bobforrest.com/Team3S.htm
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------------------------------
Date:
Fri, 29 Jan 1999 23:52:04 -0700
From: Dave <monarchd+team3S@colorado.edu>
Subject:
Team3S: arg! sorry for the double posts..
RE: the "Questions" and
"miniture bulbs" posts, I don't have any idea why they
came through
again.. I thought the original post bounced.. sorry about
that..
Dave
91VR4
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http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 30 Jan 1999 08:30:08 +0100
From: Matthews <matthews@wiesbaden.netsurf.de>
Subject:
Re: Team3S: 2nd gen VR-4/TT OEM brake pad part number?
Matthews
wrote:
>
> Can someone please send me the Mitsubishi part number
for OEM front
> brake pads for a U.S. spec 94 VR-4? I checked my
brakes this evening
> and there is nothing left on the front right outer
pad. Metal Matrix
> pads wear too quickly! Anyway, I need to
try and find replacement pads
> tomorrow morning but want to make sure I
have the right part number in
> case the Euro-spec cars have different
brakes (don't think so but not
> positive and I don't have time to screw
around). TIA!
>
>
-Jim
Not sure if the above message went out last night due to an
incorrect
timestamp (sorry!). Is there anyone out there with a shop
manual for a
2nd gen VR-4 or TT that could provide me with this info?
It's 0830 here
so I need it ASAP! Thanx!!
-Jim
- --
Matthews - Wiesbaden, Germany
matthews@wiesbaden.netsurf.de
(64 Kbps ISDN)
http://rover.wiesbaden.netsurf.de/~matthews
***
3000GT-Stealth International (3Si) Member #0030 ***
http://rover.wiesbaden.netsurf.de/~matthews/stealth.html
Jet
Black '94 Dodge Stealth R/T Twin-Turbo AWD AWS 6-spd
Adjustable Active
Suspension, Adjustable Exhaust System
K&N FIPK, A'PEXi Super AVC-R (1.0
bar @ 70/84% BADC)
A'PEXi Turbo Timer (30 sec), Blitz Blow-Off
Valve
Magnecore spark plug wires, Redline ShockProof fluids
Metal Matrix
brake pads, custom braided brake lines
Michelin Pilot XGT-Z4 245/45ZR17, TS
(so far): 166mph
G-Tech Pro: 0-60 4.79 sec, 1/4 13.16 sec @ 113.9 mph
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 30 Jan 1999 08:40:47 -0500
From: "Trent" <rtrent@nlci.com>
Subject: Re: Team3S:
Detonation
Darc,
Unfortunately it is somewhat subtle, depending on
your butt dyno. In my
case, I suspect all are slightly different
depending on mods, around 4500
when I was expecting max boost, acceleration
would level off to such an
extent that I would let off the gas after
realizing that something wasn't
right. The one or two times that I
stayed on it, if I recall, resulted in
continued moderated
acceleration. This was not a fuel-cut violent (you will
know when this
happens) response, but a more subtle leveling off as boost
starts to
peak.
To summerize, the most important thing to remember is that if it seems
your
not getting improved acceleration with respect to turning up your boost,
you
probably just reached your detonation limit. On my butt dyno this
was
noticable when going from 1.0 bar to 1.1 bar with the stock fuel
system.
Roger G. confirmed this with his dyno tests. See his excellent
web sight
for more
info.
Regards,
DaveT/92TT
>Trent...this mid range (to upper
rpm range) has been reported by others as
well. My
>question is
this...does this act as a split second hesitation in the
acceleration
curve,
>or does it essentially flatten the acceleration with power
loss???? If the
curve
>continues through/past the hesitation,
rather than flattening off, one
might mistake it
>for a miss and assume
plugs need gapping. This misdiagnosis in turn could
lead to
>meltdown
if you were getting ready to set your best track run yet. Can you
comment
again
>on the symptom with this possible ramifaication in
mind?
>
>
>Best
>
>Darc
>
>For
subscribe/unsubscribe info, our web page is
http://www.bobforrest.com/Team3S.htm
>
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 30 Jan 1999 09:09:19 -0500
From: "Trent" <rtrent@nlci.com>
Subject: Team3S: Budget
fuel upgrade
All,
For those on a tight budget, I think this may be
the most cost effective way
to upgrade fuel. With some help from Chien
at Nexus, heres a list of
absolute minimum equipment required, (don't try to
skip anything, I upgraded
each component one at a time trying to avoid
upgrading the injectors, it
didn't work).
In order:
Apex AFC ~
400.00
Denso 280 lph in-tank pump ~ 350
RC 500cc injectors ~
84.00ea.
For those interested, the following minimum upgrades will get
you to Viper
class thrust:
Apex boost controller ~ 350.00
13g
turbos (TEC) ~ 700.00ea.
Apex EGT ~ 300.00
Stock BOV
Stock
intercoolers
Stock exhaust/no cats (racing only mind you). BTW the
factory volume switch
takes on new meaning without the cats. In sport
mode, the volume is
down-right uncivilized, but in tour mode it's back to
Cadillac quite (not
that thats a good thing).
I've had an ATR down pipe
setting in my garage for 6 months now, it wouldn't
fit up with the stock cat
back, and I havn't made a great deal of effort to
make it fit.
When
you get to 18 psi, your stock y-pipe will likely blow-off the
throttle
body. I fabbed an aluminum yoke that ties back to the throttle
body. If
nothing else, make sure you have a good phillips head so you
can make it
home when it does (and it will)
happen.
Regards,
DaveT/92TT
For subscribe/unsubscribe info, our
web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 30 Jan 1999 08:41:35 +0100
From: Matthews <matthews@wiesbaden.netsurf.de>
Subject:
Team3S: Re: [Fwd: A\Team
Rich wrote:
>
> I received the
following this evening. The dead horse is trying to
> rise, and I'm
just not in the mood tonight to beat it.
>
> Comments,
anyone?
>
> Rich
Well, if you decide not to ignore it, then
I say post it to the list
like he asks you to! And leave his name in it
this time for all to
see. It will only further justify your
actions.
BTW, if folks are tired of the rules, then they are in the
minority,
IMO. No one is forcing them to stay. It is not
surprising to me that
folks who LIKE the starnet and dragnet social groups
cannot stomach a
sirius technical group and will probably whine and slide
back down to a
level more appropriate for them.
-Jim
- --
Matthews - Wiesbaden, Germany
matthews@wiesbaden.netsurf.de
(64 Kbps ISDN)
http://rover.wiesbaden.netsurf.de/~matthews
***
3000GT-Stealth International (3Si) Member #0030 ***
http://rover.wiesbaden.netsurf.de/~matthews/stealth.html
Jet
Black '94 Dodge Stealth R/T Twin-Turbo AWD AWS 6-spd
Adjustable Active
Suspension, Adjustable Exhaust System
K&N FIPK, A'PEXi Super AVC-R (1.0
bar @ 70/84% BADC)
A'PEXi Turbo Timer (30 sec), Blitz Blow-Off
Valve
Magnecore spark plug wires, Redline ShockProof fluids
Metal Matrix
brake pads, custom braided brake lines
Michelin Pilot XGT-Z4 245/45ZR17, TS
(so far): 166mph
G-Tech Pro: 0-60 4.79 sec, 1/4 13.16 sec @ 113.9
mph
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------------------------------
Date:
Sat, 30 Jan 1999 15:17:39 +0100
From: Matthews <matthews@wiesbaden.netsurf.de>
Subject:
Re: Team3S: 2nd gen VR-4/TT OEM brake pad part number?
The part number I
came up with is MR389515, and of course there are none
to be found anywhere
in central Germany. It seems that the Euro-spec
brake pads are too
large and won't fit. I wonder how badly it would
screw up my rotor if I
go through with this dyno trip to Switzerland
when only three of the four
front pads have meat on them...
-Jim :-(
- --
Matthews -
Wiesbaden, Germany
matthews@wiesbaden.netsurf.de
(64 Kbps ISDN)
http://rover.wiesbaden.netsurf.de/~matthews
***
3000GT-Stealth International (3Si) Member #0030 ***
http://rover.wiesbaden.netsurf.de/~matthews/stealth.html
Jet
Black '94 Dodge Stealth R/T Twin-Turbo AWD AWS 6-spd
Adjustable Active
Suspension, Adjustable Exhaust System
K&N FIPK, A'PEXi Super AVC-R (1.0
bar @ 70/84% BADC)
A'PEXi Turbo Timer (30 sec), Blitz Blow-Off
Valve
Magnecore spark plug wires, Redline ShockProof fluids
Metal Matrix
brake pads, custom braided brake lines
Michelin Pilot XGT-Z4 245/45ZR17, TS
(so far): 166mph
G-Tech Pro: 0-60 4.79 sec, 1/4 13.16 sec @ 113.9
mph
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 30 Jan 1999 15:21:54 +0100
From: Matthews <matthews@wiesbaden.netsurf.de>
Subject:
Re: Team3S: Re: [Fwd: A\Team
Boy, I'm on a roll this morning.
Obviously, that last message was not
intended for the group. My sincere
apologies to those involved.
Similar Email aliases are a dangerous
thing. :-(
-Jim
- --
Matthews - Wiesbaden, Germany
matthews@wiesbaden.netsurf.de
(64 Kbps ISDN)
http://rover.wiesbaden.netsurf.de/~matthews
***
3000GT-Stealth International (3Si) Member #0030 ***
http://rover.wiesbaden.netsurf.de/~matthews/stealth.html
Jet
Black '94 Dodge Stealth R/T Twin-Turbo AWD AWS 6-spd
Adjustable Active
Suspension, Adjustable Exhaust System
K&N FIPK, A'PEXi Super AVC-R (1.0
bar @ 70/84% BADC)
A'PEXi Turbo Timer (30 sec), Blitz Blow-Off
Valve
Magnecore spark plug wires, Redline ShockProof fluids
Metal Matrix
brake pads, custom braided brake lines
Michelin Pilot XGT-Z4 245/45ZR17, TS
(so far): 166mph
G-Tech Pro: 0-60 4.79 sec, 1/4 13.16 sec @ 113.9 mph
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 30 Jan 1999 09:29:26 -0500
From: jaystump <jstump@erols.com>
Subject: Team3S:
Blitz Dual SBC
I have installed a dual SBC in a '91 VR-4. When the unit
is off the
autometer boost gauge shows that I am getting about 11 psi. I
thought
these cars came with stock 9 psi.
When the blitz unit is on, the
limiter set at 1.05, Gain at 32, Ratio at
45, the pressure builds to about
13-14 psi and then I get a sputtering.
The warn limiter does not come on and
Beep, Beep.
The boost gauge is installed in line coming off the manifold
with a tee
fitting, directly after this fitting is the tee fitting for the
Dual
SBC.
Am I losing pressure through the Y-pipe?
Could my timing
be off ?
Could the install be incorrect?
Should I revearse the order of
the gauge and the boost controller in the
vacuum/boost line coming off the
manifold?
Thanks for any suggestions.
For subscribe/unsubscribe
info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 30 Jan 1999 07:53:36 -0700
From: "Barry E. King" <beking@home.com>
Subject: RE: Team3S:
Blitz Dual SBC
> I have installed a dual SBC in a '91 VR-4. When the
unit is off the
> autometer boost gauge shows that I am getting about 11
psi. I thought
> these cars came with stock 9 psi.
You are right,
they did. But keep in mind that is the boost pressure as
regulated by
the stock solenoid. With the boost controller in the picture
things
change accordingly.
I have a '94. With the stock boost enabled I
see around 12.5 PSI. With the
AVC-R installed but disabled (either
turned off or the head unit unplugged)
I see no more than 7 PSI, which is
right around the natural activation
pressure of the stock control
actuator. Uncontrolled boost will really
depend on how the unit is
plumbed and what type of unit is installed.
I am sure Roger or other
Blitz DSBC owners can add more. Tuning the DSBC
can be tricky from some
reports. Roger has excellent tuning nfo on his site
at http://www.geocities.com/MotorCity/Speedway/9589/3000gt.html.
>
When the blitz unit is on, the limiter set at 1.05, Gain at 32, Ratio at
>
45, the pressure builds to about 13-14 psi and then I get a sputtering.
>
The warn limiter does not come on and Beep, Beep.
Check to ensure that
the Y-pipe is secure. I am assuming you have the stock
one in
place. They can leak and/or blow off completely even when tight
at
pressure as low as 15 psi. 13-14 isn't that far off.
Also,
what plug gap are you running? Your plugs must be in good shape and
be
gapped to accomodate the higher cylinder pressures. Try a gap of
0.034"
for 15 psi and adjust from there.
> The boost gauge is
installed in line coming off the manifold with a tee
> fitting, directly
after this fitting is the tee fitting for the Dual
> SBC.
As long
as both the gauge and the controller see close to the same pressure
source
you should be fine. It isn't 100% clear to me how you have
your
connected but I am assuming that it is like this:
Pardon the
ASCII art. If this is a no-no I am sure the admins will spank me
=)
(and enjoy it, right Darc?)
^ to FPR
|
|
+--------> to DSBC
|
|
+--------> to boost gauge
|
|
-
-----------------------------
Plenum
|
|
If your setup is not like this or some variation then you should
change it
accordingly for best results.
Ideally all lines would tap
directly to the plenum but this requires some
drilling.
> Am I
losing pressure through the Y-pipe?
Possibly. Also inspect the
cheesy gasket in the Y-pipe. They are notorious
for cracking and can
also get turned over on themselves when being
reinstalled, causing a crease
which can leak and pretty much ruins the seal
for high boost. I
recommend budgetting for a good aftermarket Y-pipe to
avoid this grief once
and for all.
> Could my timing be off ?
I doubt
that.
> Could the install be incorrect?
Maybe
;)
> Should I revearse the order of the gauge and the boost controller
in the
> vacuum/boost line coming off the manifold?
I doubt that
will make any appreciable difference it it is plumbed as
illustrated
above.
Regards,
Barry
For subscribe/unsubscribe info,
our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 30 Jan 1999 09:05:26 -0800
From: wce@bc.sympatico.ca
Subject: Re:
Team3S: Detonation
Trent;
Understood. It sounds like this cannot
really be confused as a miss or brief hesitation,
and that power loss is
noticeable enough to indicate detonation is occurring in it's
more subtle
manifestation. Fuel cut ( when the knock sensor triggers cut as the
result
of major detonation) is much less than subtle, and there is no
chance of not noticing
your nose is in the
dash.
Thanks.
Darc
Trent wrote:
>
Darc,
>
> Unfortunately it is somewhat subtle, depending on your
butt dyno. In my
> case, I suspect all are slightly different
depending on mods, around 4500
> when I was expecting max boost,
acceleration would level off to such an
> extent that I would let off the
gas after realizing that something wasn't
> right. The one or two
times that I stayed on it, if I recall, resulted in
> continued moderated
acceleration. This was not a fuel-cut violent (you will
> know when
this happens) response, but a more subtle leveling off as boost
> starts
to peak.
> To summerize, the most important thing to remember is that if
it seems your
> not getting improved acceleration with respect to turning
up your boost, you
> probably just reached your detonation limit. On
my butt dyno this was
> noticable when going from 1.0 bar to 1.1 bar with
the stock fuel system.
> Roger G. confirmed this with his dyno
tests. See his excellent web sight
> for more info.
>
>
Regards,
> DaveT/92TT
>
> >Trent...this mid range (to upper
rpm range) has been reported by others as
> well. My
> >question
is this...does this act as a split second hesitation in the
> acceleration
curve,
> >or does it essentially flatten the acceleration with power
loss???? If the
> curve
> >continues through/past the
hesitation, rather than flattening off, one
> might mistake it
>
>for a miss and assume plugs need gapping. This misdiagnosis in turn
could
> lead to
> >meltdown if you were getting ready to set your
best track run yet.
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 30 Jan 1999 12:20:53 -0500
From: "Bob Fontana" <bfontana@securitytechnologies.com>
Subject:
RE: Team3S: Blitz Dual SBC
If it's not the plug gap and it's not a loose
hose, then consider this:
If the "FPR" in the picture is really referring
to the FPR solenoid, then
the SBC can be affected by the solenoid as its
valve opens to the real FPR
and the SBC can affect the FPR. I'm not
sure that it's good to have those
two things on the same line.
Bob
swiss-cheese-hole-tap-plenum mod, bolt-sticking-out-of-timing-cover
mod
>
> ^ to FPR
>
|
> |
> +--------> to
DSBC
> |
> |
>
+--------> to boost gauge
> |
> |
>
-----------------------------
>
Plenum
|
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 30 Jan 1999 12:34:37 -0500
From: Michael Booker <mrbook@gate.net>
Subject: Team3S:
"Mitsubishi" brake calipers?
I have a 93 Stealth non-turbo, and I have
seen a few 3K's with the black
brake calipers with the "Mitsubishi" lettering
on them. I would like to
find out how to get some, are they stovk on VR-4's?
I have Enkei wheels
now and my ugly stock calipers are clearly showing. Any
hel would be
greatly appreciated.
Matt
3/Si #311
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 30 Jan 1999 09:42:17 -0800
From: Roger Ludwig Jr <yiotta@e-z.net>
Subject: Team3S:
Tires
Time for new tires, but I think I am going to hold off on new
wheels
:( (I really want 17 or 18 inch but...$$)
Anyway, I have the
standard 225/55R-16 Yokos on my SL right now.
I have narrowed my choice
down to the Michelin Pilot XGT, Pirelli P7000
Supersport, and the
Yokohama AVS. Any input from this list regarding my
choices would be
appreciated, I am leaning toward the Pirelli right
now. Another
question is can I go wider? How about 235 or 245, I
seem to recall a
brief discussion about that a few months ago. Love
this list, thanks
again.
Roger Ludwig
Vancouver Washington
1994
Panama Pearl Green 3000GTSL
Cream Leather Interior
Soon to have custom
exhaust/FIPK
Someday to have VR-4 :) (waiting for that
tranny thing to resolve)
For subscribe/unsubscribe info, our web page
is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 30 Jan 1999 10:25:21 -0800
From: Roger Ludwig Jr <yiotta@e-z.net>
Subject: Re: Team3S:
"Mitsubishi" brake calipers?
-
--------------6605BA2C3AF0FC10C9E0F423
Content-Type: text/plain;
charset=us-ascii
Content-Transfer-Encoding: 7bit
Matt,
I had the
same problem, I took off the ugly grey calipers and painted them with
orange
heat resistant paint last year - awesome! It looks great (like
the new porshe
brakes).... cheap and easy.
Roger Ludwig
Jr
Vancouver Washington
94 3000GT-SL
Michael Booker
wrote:
> I have a 93 Stealth non-turbo, and I have seen a few 3K's
with the black
> brake calipers with the "Mitsubishi" lettering on them. I
would like to
> find out how to get some, are they stovk on VR-4's? I have
Enkei wheels
> now and my ugly stock calipers are clearly showing. Any hel
would be
> greatly appreciated.
>
>
-
--------------6605BA2C3AF0FC10C9E0F423
Content-Type: text/html;
charset=us-ascii
Content-Transfer-Encoding: 7bit
<!doctype html
public "-//w3c//dtd html 4.0
transitional//en">
<html>
Matt,
<br>I had the same
problem, I took off the ugly grey calipers and painted
them with orange heat
resistant paint last year - awesome! It looks
great (like the new
porshe brakes).... cheap and easy.
<p>Roger Ludwig
Jr
<br>Vancouver Washington
<br>94
3000GT-SL
<p>Michael Booker wrote:
<blockquote TYPE=CITE>I
have a 93 Stealth non-turbo, and I have seen a
few 3K's with the
black
<br>brake calipers with the "Mitsubishi" lettering on them. I
would like
to
<br>find out how to get some, are they stovk on
VR-4's? I have Enkei wheels
<br>now and my ugly stock calipers are
clearly showing. Any hel would be
<br>greatly
appreciated.
<br>
<br><a
href="http://www.bobforrest.com/Team3S.htm"></a> </blockquote>
</html>
-
--------------6605BA2C3AF0FC10C9E0F423--
For subscribe/unsubscribe info,
our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 30 Jan 1999 14:10:14 -0500
From: Ron Thompson <rtetetet@earthlink.net>
Subject:
Re: Team3S: Tires
I put Firestone Firehawk SZ50's in 245/50 ZR16's
on
my 93SL. Ride was much smother than the Toyo's
that were stock. Excellent
lateral grip and road
feel. They just kept on sticking at WOT
turns.
Feedback was real good and rain traction good.
Never had them in
snow, traded car for 96 VR4.
Ron
For subscribe/unsubscribe info, our
web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sun, 31 Jan 1999 11:18:39 -0800
From: "Errin D. Humphrey" <errin@u.washington.edu>
Subject:
Re: Team3S: Detonation
DaveT wrote:
> To summerize, the most
important thing to remember is that if it seems your
> not getting
improved acceleration with respect to turning up your boost, you
>
probably just reached your detonation limit. On my butt dyno this
was
> noticable when going from 1.0 bar to 1.1 bar with the stock fuel
system.
> Roger G. confirmed this with his dyno tests. See his
excellent web sight
> for more info.
Dave,
When you noticed
this acceleration drop-off "when going from 1.0 bar
to 1.1 bar" was this with
the 13G's or the 9B's? Remember that we have
discovered that Roger
Gerl's VR4 has 13G's in it because it is a Euro
version. I am skeptical
as to whether Mitsubishi upgraded any of the
other fuel components when
deciding to use the 13G's in Europe, and
if so the stock 365cc injectors
would be highly inadequate. Also keep
in mind (if this test was on the 9B's)
that they do not hold boost at the
higher rpms. Most people feel a drop
off from ~15lbs to about 10-12
lbs in the range of 4500-5000 rpms. I
can tell you that I certainly do.
It is possible to attribute this feeling to
timing retard due to detonation.
(Aside: Did you know that the 93+
Supra's stock turbos sustain 20lbs
of boost from about 4000rpm and it drops
only to 18lbs at the 7000rpm
redline? Shows that it helps to have 550cc
injectors stock.)
That reminds me, I'm still curious as to whether the
GTO twin turbos
in Japan have 9B's like here in the States or 13G's like in
Europe. All
that the Japanese magazines ever mention is that they are
TD04's.
- --Errin Humphrey
For subscribe/unsubscribe info, our web
page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 30 Jan 1999 20:25:19 +0100
From: "=?iso-8859-1?Q?Mikael_=C5kesson?="
<vr4@bahnhof.se>
Subject: RE:
Team3S: 2nd gen VR-4/TT OEM brake pad part number?
Hmmm... Are you sure
that the Euro pads doesn't work on your US car?? Me and Roger have compared the
callipers and we cant see any difference. And the pads that we have (Pagid) are
the same.
Witch pad is the bad one? And when are you going to Roger? I
think that I have my old pad somewhere and there is a little "meat" left on
them. If you want, I can send you one of my old ones for free. But you will not
have it until wednesday or thursday. Or you can probably get one from Roger when
you see him next week.
/Mikael
- -----Original
Message-----
From: Matthews <matthews@wiesbaden.netsurf.de>
To:
stealth-3000gt@list.sirius.com
<stealth-3000gt@list.sirius.com>
Date:
Saturday, January 30, 1999 3:12 PM
Subject: Re: Team3S: 2nd gen VR-4/TT OEM
brake pad part number?
>The part number I came up with is
MR389515, and of course there are none
>to be found anywhere in central
Germany. It seems that the Euro-spec
>brake pads are too large and
won't fit. I wonder how badly it would
>screw up my rotor if I go
through with this dyno trip to Switzerland
>when only three of the four
front pads have meat on them...
>
> -Jim :-(
>--
>Matthews - Wiesbaden, Germany
>matthews@wiesbaden.netsurf.de
(64 Kbps ISDN)
>http://rover.wiesbaden.netsurf.de/~matthews
>
>***
3000GT-Stealth International (3Si) Member #0030 ***
>http://rover.wiesbaden.netsurf.de/~matthews/stealth.html
>Jet
Black '94 Dodge Stealth R/T Twin-Turbo AWD AWS 6-spd
>Adjustable Active
Suspension, Adjustable Exhaust System
>K&N FIPK, A'PEXi Super AVC-R
(1.0 bar @ 70/84% BADC)
>A'PEXi Turbo Timer (30 sec), Blitz Blow-Off
Valve
>Magnecore spark plug wires, Redline ShockProof fluids
>Metal
Matrix brake pads, custom braided brake lines
>Michelin Pilot XGT-Z4
245/45ZR17, TS (so far): 166mph
>G-Tech Pro: 0-60 4.79 sec, 1/4 13.16 sec
@ 113.9 mph
>
>For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 30 Jan 1999 20:22:54 +0100
From: "=?iso-8859-1?Q?Mikael_=C5kesson?="
<vr4@bahnhof.se>
Subject: RE:
Team3S: Blitz Dual SBC
I had some strange boost problems after I
installed the Blitz.
The problem I had was related to the Stock boost
solenoid.
I guess that you haven't disconnected your Stock boost
solenoid. Right?
Removing the stock boost solenoid will make the "off"
pressure to drop to 0.6-0.7.
To disconnect the solenoid just pull the
hose that goes from the "H" to the stock solenoid (on the fire wall) and plug
the hose with a bolt and use a hose clamp to be sure it doesn't
leak.
Hope this helps. Good luck.
Mikael http://www.bahnhof.se/~vr4
-
-----Original Message-----
From: jaystump
>I have installed a dual SBC
in a '91 VR-4. When the unit is off the
>autometer boost gauge shows that
I am getting about 11 psi. I thought these cars came with stock 9
psi.
<SNIP>
For subscribe/unsubscribe info, our web page is
http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 30 Jan 1999 22:10:11 +0100
From: Matthews <matthews@wiesbaden.netsurf.de>
Subject:
Re: Team3S: stumbling problem (and brakes saga update)
Special thanx to
Barry K. and Mike M. for their advice on the stumbling
problem I began
noticing after installing the Blitz BOV. After making
sure that all
hose and vacuum line connections were tight, I started
playing with the
adjustment screw, which was all the way out when I got
it. I first
tried threading the screw in by hand until I felt
resistance, but the
difference was almost too subtle to notice - still
stumbling. Then I
continued to crank it down with an allen wrench until
about 1.5 threads
remained above the lock nut, and this seems to have
improved the situation -
the stumbling is still there but not nearly as
pronounced. The blow off
sound is also not as loud (fine with me) and I
suppose the benefits of the
BOV are also reduced. As my interest in the
BOV is mainly to eliminate
the hooting intake resonance caused by the
FIPK (which it does), I may
continue to crank down the screw until the
stumble completely disappears even
if it renders the BOV ineffective. I
will do some experimenting on this
dyno trip and post my findings upon
my return.
BTW, I will be making
the trip on only three front brake pads tomorrow.
Roger has some pads I can
use once I get to his place, but it will be
interesting to see how well Mike
and I can manage the 400 km drive
without using the brakes! I think it
will require someTeam3Swork. Wish
us luck... Switzerland or
bust!
-Jim
- --
Matthews - Wiesbaden, Germany
matthews@wiesbaden.netsurf.de
(64 Kbps ISDN)
http://rover.wiesbaden.netsurf.de/~matthews
***
3000GT-Stealth International (3Si) Member #0030 ***
http://rover.wiesbaden.netsurf.de/~matthews/stealth.html
Jet
Black '94 Dodge Stealth R/T Twin-Turbo AWD AWS 6-spd
Adjustable Active
Suspension, Adjustable Exhaust System
K&N FIPK, A'PEXi Super AVC-R (1.0
bar @ 70/84% BADC)
A'PEXi Turbo Timer (30 sec), Blitz Blow-Off
Valve
Magnecore spark plug wires, Redline ShockProof fluids
Metal Matrix
brake pads, custom braided brake lines
Michelin Pilot XGT-Z4 245/45ZR17, TS
(so far): 166mph
G-Tech Pro: 0-60 4.79 sec, 1/4 13.16 sec @ 113.9 mph
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 30 Jan 1999 22:17:02 +0100
From: Matthews <matthews@wiesbaden.netsurf.de>
Subject:
Re: Team3S: 2nd gen VR-4/TT OEM brake pad part number?
Mikael Åkesson
wrote:
>
> Hmmm... Are you sure that the Euro pads doesn't work on
your US car?? Me and Roger have compared the callipers and we cant see any
difference. And the pads that we have (Pagid) are the same.
Well, I took
the pad with me this morning to three Mitsu dealerships and
none of them
could find a match. The part number they came up with were
different
than the Euro-spec part number and they said my pad
is
smaller.
> Witch pad is the bad one? And when are you going
to Roger? I think that I have my old pad somewhere and there is a little "meat"
left on them. If you want, I can send you one of my old ones for free. But you
will not have it until wednesday or thursday. Or you can probably get one from
Roger when you see him next week.
Mike and I leave tomorrow
morning. We've decided to just try and make
the drive while minimizing
braking. It's a 400 km trip but all Autobahn
so we may be okay.
Roger has some pads I can use once we get there and
I have my fingers crossed
that they will fit/work. If not, I'm in real
trouble and I may have to
make the Bremsa upgrade a little sooner than I
had planned!
:-|
-Jim
- --
Matthews - Wiesbaden, Germany
matthews@wiesbaden.netsurf.de
(64 Kbps ISDN)
http://rover.wiesbaden.netsurf.de/~matthews
***
3000GT-Stealth International (3Si) Member #0030 ***
http://rover.wiesbaden.netsurf.de/~matthews/stealth.html
Jet
Black '94 Dodge Stealth R/T Twin-Turbo AWD AWS 6-spd
Adjustable Active
Suspension, Adjustable Exhaust System
K&N FIPK, A'PEXi Super AVC-R (1.0
bar @ 70/84% BADC)
A'PEXi Turbo Timer (30 sec), Blitz Blow-Off
Valve
Magnecore spark plug wires, Redline ShockProof fluids
Metal Matrix
brake pads, custom braided brake lines
Michelin Pilot XGT-Z4 245/45ZR17, TS
(so far): 166mph
G-Tech Pro: 0-60 4.79 sec, 1/4 13.16 sec @ 113.9 mph
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 30 Jan 1999 18:31:32 EST
From: Aso8@aol.com
Subject: Team3S: 15 G Turbos for
sale.
Two TEC 15G Turbos for sale. These are in absolutely perfect/mint
condition.
The original housings were new Greddy 13G's upgraded by TEC to
15G's.
I ran 11.41 @ 124.32 MPH with them on 10/17/98. $1500.00.
Also
have a set of used stock turbos $250.00 for the stock set.
Arty 91
VR-4
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
End
of Team3S Digest V1 #87
***************************
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