--
From:
owner-stealth-3000gt-digest@list.sirius.com
(Team3S Digest)
To:
stealth-3000gt-digest@list.sirius.comSubject:
Team3S Digest V1 #131
Reply-To: stealth-3000gt
Sender:
owner-stealth-3000gt-digest@list.sirius.comErrors-To:
owner-stealth-3000gt-digest@list.sirius.comPrecedence:
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Team3S
Digest Monday, March 22
1999 Volume 01 : Number
131
----------------------------------------------------------------------
Date:
Sun, 21 Mar 1999 17:00:40 -0700
From: "Barry E. King" <
beking@home.com>
Subject: RE: Team3S:
AVC-R installation...
> -----Original Message-----
>
> Hi
all,
> I'm looking for a hand in installing my new Apexi AVC-R
boost
> controller.
<snip>
> Basically, I'm just
wondering
> what hoses I need to tap into. Naturally, the
illustrations look
> far different then under my
hood.
<snip>
> Well, going by the AVC-R illustrations
it's
> kinda difficult for me to
> make a determination as to what
and where these hoses are on my
> car.
> It also looks
like
> I need to remove and not use the stock BOV altogether, is
this
> correct?
The AVC-R does not require you to do anything to
the stock bypass valve.
Once you have located and identified the correct
hoses, installation is
really quite straight forward but it can be confusing
first time through.
Just go slowly and understand what is there and it will
fall into place.
I will attempt to describe the hoses and connections
required.
There is a hose that runs from the rear of the intake plenum
through the
bunch of metal connectors on the throttle body then to the
firewall. This
is the fuel pressure regulator sense line. This is
typically where
boostgauges are tapped into using a T connector. You
will need to tap into
this hose for the AVC-R pressure sensor.
The
AVC-R solenoied has three openings. One goes to atmosphere. The
other
two ("NO" and "COM") are tapped into the stock system. First
we'll deal
weith the "NO" connection.
Locate the hose attached to the
back of the intake Y-pipe elbow. Follow the
line from the Y-pipe to
where it connects to the 4 way T fitting near the
rear turbo. Remove
this hose. Be sure to cap the fitting it used to be
attahced to on the
4 way connector, or replace the 4 way with a 3 way
fitting. Your
choice.
Connect a hose from the Y-pipe elbow fitting to the solenoid's
"NO" fitting.
Locate the 4 way fitting again. there is a tube that
runs from it to the
firewall and connects to the stock boost solenoid.
Remove this hose. Cap
the stock boost solenoid fitting. Connect a
hose from the newly open
fitting to the "COM" connector of the AVC-R
solenoid.
Locate a hose that runs from the rear turbo inlet pipe to the
firewall stock
solenoid location. Remove this hose. Cap the
fittings on the turbo inlet
pipe and the stock solenoid.
You're
done. Just some hints: Make sure that all fittings are secure.
Use
clamps if possible and correct size connectors for the hose. Route
all
hoses away from heat sources and moving parts. It is a good idea to
fasten
them in place with tie wraps or clips of some sort. Make sure
you mount the
solenoid on a flat surface, ideally horizontal, and be sure to
use the
supplied rubber pad. in fact it is a good idea to add a layer
or two. Use
all four screws to securely fasten the solenoid in
place. Boost solenoids
will sometimes transmit the sound they make when
they are being cycled to
the cabin if they are not properly sound
insulated.
> thanks in advance,
> Jason
Best
of luck. Just walk through and locate all the hoses and
connections
before disconnecting anything and understand what needs to be
hooked up
where. Label things before you remove them if you are
unsure. That way
there is no doubt as to where they go back if need
be.
Barry
For subscribe/unsubscribe info, our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Sun, 21 Mar 1999 18:54:37 -0500
From: William Lynn Larsen <
wlarsen@ibm.net>
Subject: Re: Team3S:
Hood Vents
Most of those looking at rear facing vents, indeed everyone
who has been
talking about this recently on the lists, have been talking
about
getting excess heat out of the engine compartment. Ideally you
would
want to do this with out creating a negative (in relation to
ambient)
pressure in the engine compartment because this is where the intake
is.
You would therefore want to bring in cool air and exhaust hot with
the
pressure inside the compartment remaining equal to ambient.
Forward
facing vents to bring in cool air to either the compartment and/or
to
the intake (to the intake to provide cool air at least but possibly
some
amount of ram air pressure) should not extend into the air stream
which,
as you said, would affect laminar flow over the hood (assuming it
is
laminar in the first place.) One would therefore want to use the
NACA
duct which is recessed into the hood. I believe that studies have
shown
that this type of duct actually grabs more air than one extending
up
into the airflow anyway.
Regards,
Lynn
For
subscribe/unsubscribe info, our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Sun, 21 Mar 1999 16:02:49 -0800
From:
wce@bc.sympatico.caSubject: Re:
Team3S: AVC-R installation...
Hey Jason;
You can keep the stock
BOV unless you want to go with aftermarket bellsa nd whistles, or
increase
your boost past 1.05. Mine works fine with my SAVC-R. E-mail me privately
and I
can forward you some help I received (hope you won't mind Barry) when I
installed mine. I
tried to e-mail you and it was bounced so I need a firm
address to do an add to my address
book.
Best
Darc
Jason
and Cristy Barnhart wrote:
> Hi all,
> I'm looking
for a hand in installing my new Apexi AVC-R boost controller. I've
looked
> at the walk through for the Blitz DSBC, but unfortunately the two
are not similar enough
> for me to make up for my lack of knowledge in
this area. Basically, I'm just wondering
> what hoses I need to tap
into. Naturally, the illustrations look far different then
> under
my hood. It looked like the DSBC was pretty simple, just tap into the hose
going
> into the y-pipe. Well, going by the AVC-R illustrations it's
kinda difficult for me to
> make a determination as to what and where
these hoses are on my car. It also looks like
> I need to remove and
not use the stock BOV altogether, is this correct? I've got the
>
pages from the manual scanned in, and published on my page, would anyone mind
taking a
> look? Consequently, the bulk of the instructions are in
the first scan, feel free to
> read through them. It looks like it
won't take long at all, once I just figure out what
> to tap
into.
>
> The link is
www.erols.com/danebar/avcr.htm>
>
thanks in advance,
> Jason
>
> For subscribe/unsubscribe info,
our web page is
http://www.bobforrest.com/Team3S.htmFor
subscribe/unsubscribe info, our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Sun, 21 Mar 1999 17:07:18 -0700
From: "Barry E. King" <
beking@home.com>
Subject: RE: Team3S:
AVC-R installation...
I didn't address the electrical wiring. I
assumed that is pretty
straightforward since the wires all all color coded
and not too usually
difficult to locate. Fire away with any questions
though.
If you looked at Roger's DSBC site you'll have likely already
noticed the
convenient firewall location to route wires through. Just
try and avoid
removing the plug since it can sometimes be a real PITA to get
back into
place.
Barry
> -----Original
Message-----
>
> Hi all,
> I'm looking for a hand
in installing my new Apexi AVC-R boost
>
controller.
<snip>
> thanks in advance,
>
Jason
For subscribe/unsubscribe info, our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Sun, 21 Mar 1999 19:29:29 -0500
From: Jason and Cristy Barnhart <
phnxgld@erols.com>
Subject: Re:
Team3S: AVC-R installation...
Wow, that was quick :)
Before
going to far, the book does state it differently. It says to disconnect
the
nipple connected to the NO side of the valve and connect it to the NC
side. I thought
this was kinda weird, silly me, but why the heck did
they put the nipple on the NO side,
and seal it if it wasn't to end up
there? The next step is to attach a hose to the
nipple now in the NC
side that was originally empty, and leave the NO side open to
the
atmosphere. These particular steps are in the scans I made, under
the first scan, below
the illustrations. Is the book basically making a
mountain out of a mole hill?
thanks,
Jason
I guess I'll leave
this discussion public as it might apply to others, if it gets to
lengthy
then private discussion might be better.
For subscribe/unsubscribe info,
our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Sun, 21 Mar 1999 17:48:08 -0700
From: "Barry E. King" <
beking@home.com>
Subject: RE: Team3S:
AVC-R installation...
> -----Original Message-----
> Before
going to far, the book does state it differently. It says
> to
disconnect the
> nipple connected to the NO side of the valve and connect
it to
> the NC side. I thought
> this was kinda weird, silly
me, but why the heck did they put the
> nipple on the NO side,
> and
seal it if it wasn't to end up there? The next step is to
> attach a
hose to the
> nipple now in the NC side that was originally empty, and
leave
> the NO side open to the
> atmosphere. These particular
steps are in the scans I made,
> under the first scan, below the
illustrations.
That's news to me. Mine is connected as described
and as the manual that
came with my unit (about 1 year ago) indicates which
is NC open to
atmosphere. Are you certain that you're reading
instructions for the
correct installation type? There are (or were at
one point) two different
types of installations depending upon the type of
wastegate actuator. I
just checked the manual. You should have NC
open to atmospehere for our
cars. Check your manual again. The
part you are reading from is labelled
"2. Wastegate Type (Poppet Type)" and
is for for external wastegates.
Unless you have those (which is highly
unlikely) follow the previous
installation diagram as indicated under "1.
Actuator Type".
It is possible that Apex'i has changed things since I
insalled mine, so I
suppose you should follow their instructions.
*shrug*
> Is the book basically making a mountain out of a mole
hill?
Yes. It is really rather simply once you get a grasp on
it. Plus the
manual is generic which confuses thnigs a
little.
> thanks,
> Jason
Barry
For
subscribe/unsubscribe info, our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Sun, 21 Mar 1999 20:29:20 -0500
From: Jason and Cristy Barnhart <
phnxgld@erols.com>
Subject: Re:
Team3S: AVC-R installation...
Heh, you're right. In fact, in the
second scan where it mentions mitsubishi
specifically, it says to do as you
said. Now, if only the rain would stop :P
thanks
again,
Jason
For subscribe/unsubscribe info, our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Sun, 21 Mar 1999 18:50:01 -0800 (PST)
From: dustin poos <
vr4_3000gt@yahoo.com>
Subject:
Team3S: timing belt slips, bent valves????????
Hello
everyone,
I have just recently had a big problem with my 91 SL, I
was cruising
around one day and thought I would give my pearl SL a bath, I
pulled
into a local car wash. I hosed down the car and the
engine
compartment, somewhat. Anyway, after about thirty minutes when I
tried
to start my car and pull it out of the stall, it made a harsh sound
of
metal hiting metal. I thought it was the alternator since I had
gotten
it wet and I think the bearings are going out. I then had my
friend
come tow me to my shop. Turns out the timing belt had jumped about
3-5
teeth. I did some more investigation and found that when I aligned
the
four marks on the cams( which all did infact line up) the crank
was
about 3-5 teeth off TDC. How did it skip teeth? I wasn't even
pushing
the motor? I just installed the engine about 2 mo. ago and it
was
running great up until this. When I put on the timing belt I felt
a
great deal of pressure in the auto tensioner when compressing it with
a
vice, so I do not think the auto tensioner is bad. Anyway, I didn't
run the
car except for about a minute. It ran, but sounded bad. It
will still start
and run so I do not think there is much damage. Also,
I did not let it get
above 1000 RPM when the noise started. Is it
possible for the valves to not
be bent? I have an app. tomarrow to get
it put back in time again. Has anyone
had a similar problem? Or does
anyone know if the valves would for sure be
tweaked? Any input would
be greatly appreciated.
Thanks,
Dustin
_________________________________________________________
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YOU YAHOO!?
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http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Sun, 21 Mar 1999 20:22:43 -0800
From: "Ryan Peterson" <
ryanp@crcwnet.com>
Subject: Team3S:
dimensions
Could someone take a dimension for me? Need the distance
from the ground to
the flat portion of the frame where the scissor jack
mounts. I'd do it, but
my car is about 2 feet of the ground on jacks
without a suspension. If
someone has a non-turbo with Eibachs, that
would be perfect.
Thanks bunches.
For subscribe/unsubscribe info,
our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Sun, 21 Mar 1999 23:58:36 EST
From:
PFloyd91@aol.comSubject: Team3S:
dimensions
In a message dated 3/21/99 10:22:31 PM Central Standard
Time,
ryanp@crcwnet.com
writes:
<< Need the distance from the ground to
the flat
portion of the frame where the scissor jack mounts. >>
I
get 8-1/2" on my stock '95 3000GT with Michelin 245/45/ZR17
tires and
Mits 17" rims.
'Hope this helps!
John
For subscribe/unsubscribe
info, our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Mon, 22 Mar 1999 17:01:00 +1200
From: Kenneth Wells <
k.wells@morganbanks.co.nz>
Subject:
RE: Team3S: affect of alignment on stabi
All the things you talk about
are exactly what I was experiencing when my
rear power steering
rack was seized.
I had it rebuilt, and it's back to normal now.. feels 'on
rails' again.
A leak of 4ws fluid from the rear rack caused my
problem.
Regards,
Kenneth W
'91 GTO
TwinTurbo
-----Original Message-----
From: Matthews [
mailto:matthews@wiesbaden.netsurf.de]
Sent:
Saturday, 20 March 1999 19:50
To: Team 3S Tech List; Kenneth
Wells
Subject: Team3S: affect of alignment on
stability
>From previous postings it seems
that some of you (e.g.- Barry King) have
done some experimenting with
different wheel alignments or at least have
a good understanding of how wheel
alignment affects handling and
stability. I would greatly appreciate
your comments on my problem
described below.
Lately I have become
increasingly disappointed with the handling of my
car, and I'm hoping a
four-wheel alignment would remedy the situation.
The car tracks straight and
has moderate wander, pretty normal, I
think. But in the corners it
seems to oversteer excessively, especially
when I lift off the throttle (to
the point where I find myself
countersteering to avoid a spinout, sometimes
to an uncomfortable
degree). Past experience has taught me that in a
hard corner, my car
will tend to understeer under acceleration and oversteer
when
decelerating, but now things seem to have shifted more towards
the
oversteer end of the spectrum. Also, the car feels less stable in
long
sweeping high speed bends on the Autobahn than it used to, especially
in
the wet (I get a kind of floating, sliding sensation, definitely not
on
rails). Today I was following a new 911 on such a bend at about 140
mph
and it sure looked a lot more stable than my car felt. I have
tried
rotating the tires and always make sure they are warmed up
before
testing things out. I do not recall hitting anything that might
have
knocked things out of adjustment and tire wear is even (at least
half
the tread left on the Pilots after 25k miles) but I can't think
of
another explanation. Any suggestions?
Also, this may or may
not be related, but my outer-right brake pad is
wearing down more quickly
than the other. The calipers move smoothly
and do not appear to be
sticking.
Thanx!! -Jim
--
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.htmlJet
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 @ 72% 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, Top
Speed: 168mph
G-Tech Pro: 0-60 4.79 sec, 1/4 13.16 sec @ 113.9 mph
1 Feb
99 Dyno Session: 406 SAE HP, 354 lb-ft torque
For subscribe/unsubscribe
info, our web page is
http://www.bobforrest.com/Team3S.htmFor
subscribe/unsubscribe info, our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Mon, 22 Mar 1999 09:06:38 EST
From:
Lomcevak@aol.comSubject: Re: Team3S:
timing belt slips, bent valves????????
Hello
Dustin,
If the belt was off 3-5 teeth, you did not damage
the valves. The engine
wil run very poorly with the cams out of time - the
valves will be timed
wrong, plus the ignition is timed off the rear intake
cam, so the ignition is
off too. You need to re-time everything. Make
absolutely sure the tensioner is
set right, and turn the engine over and
check the timing again. Also, check
the marks again after running the
engine.
I think you will be ok after you get everything set back
where it is
supposed to be.
- SteveC
For
subscribe/unsubscribe info, our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Mon, 22 Mar 1999 09:29:35 -0600
From: Wayne <
wala@hypertech-inc.com>
Subject:
Re: Team3S: Stealth-3000GT Hood Insulation
Matt, and all others that want
to remove insulation and seals,
You all realize that the cowl (area between
the firewall and bottom of the
windshield) is a high pressure area, don't
you? Thats why cowl induction
hoods have a scoop pointing toward the
windshield. If you remove the seal
that runs across the rear of the hood, air
(and whatever is in the air,
like water, dirt, etc.) will be forced into the
engine bay, not drawn out.
You know all the dirt, leaves, etc. that build up
in that area where the
HVAC air grills are? That stuff will be in the engine
bay, getting
everything under the hood dirty and rusty. You may want to stick
with
modifying the strut blisters to remove heat.....
As far as
removing the insulation goes, the paint on the hood wont last,
because it
will overheat. The insulation is there to protect the paint.......
Just
my 2 cents....
Wayne
At 10:09 AM 3/20/99 -0500, you
wrote:
>would removing the insulation be bad?
>I'm going to remove
the
>weatherstripping at the back of the bay, near the firewall, and do
you
>think I should remve the insulation
too?
>
>Matt
>3/Si #311
>For subscribe/unsubscribe info,
our web page is
For subscribe/unsubscribe info, our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Mon, 22 Mar 1999 09:48:59 -0600
From: Wayne <
wala@hypertech-inc.com>
Subject:
Re: Team3S: dyno test conditions
The gear to use is the one that is as
close to a 1:1 ratio as possible. The
closer you are to 1:1, the less
drivetrain losses you will have. Usally
this is 3rd, or 4th. I don't have the
service manual handy, so i'm not sure
which one it is on these
cars.
If you really want to learn something about your car, make some
pulls in
each gear seperatly (except 5th/6th), then make a few all gear pulls
(shift
1st thru 4th while dyno is sampling). Superimpose the single gear
power
curves over the all gear curve. Then you can determine the best
shift
points for your paticular setup.....The reason you do not want to
do
5th/6th, is it will get way too hot........good
luck.
Wayne
At 07:27 PM 3/19/99 -0700, you wrote:
>Question
for Roger, Jim or Mike
>
>I plan on trying to run my car on the
Huntington Beach, ca AWD
>dyno again [ first test resulted in dyno failure
]. I would like to
>know what gear they tested your cars in. When they set
up my car
> for the aborted test they were using 2nd gear [ 80 mph at
redline ].
>While this is probably suitable for HP it must give a lower
drivetrain
>loss figure. Wheel speed, differential and driveshafts are all
being
>driven at a lower rate.
For subscribe/unsubscribe info,
our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Mon, 22 Mar 1999 10:01:19 -0600
From: Wayne <
wala@hypertech-inc.com>
Subject:
Team3S: Sidenote to shifting on a Dyno
In my previous post, i recomended
making all gear dyno pulls. I have to
caution you that it takes some
practice. If whoever is operating the
vehicle does not have experience
shifting while making a pull, it's better
to not ask them to do it. As i
said, it's rather tricky.........And not for
the faint hearted.
Wayne
For subscribe/unsubscribe info, our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Mon, 22 Mar 1999 08:23:14 -0700
From: "james berry" <
fastmax@home.com>
Subject: Re: Team3S:
dyno test conditions
This is a multi-part message in MIME
format.
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>The gear to use is the one that is as close to a 1:1
ratio as possible. The
>closer you are to 1:1, the less drivetrain losses
you will have. Usally
>this is 3rd, or 4th. I don't have the service
manual handy, so i'm not sure
>which one it is on these
cars.
The attached graph is something I was messing with to
determine
shift points, but it gives all the gear ratios for my 93 5 speed.
The shop
seemed more concerned with speed than with ratios.
Looking at
the chart it looks like 3rd is best, but it has a top speed of
about
125 MPH.
I'm confused as to the 1:1 and the drivetrain loss --- I thought
it was just
function of speed, e.g. more speed = more loss.
-
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-
------=_NextPart_000_000B_01BE743D.3AC57A00--
For subscribe/unsubscribe
info, our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Mon, 22 Mar 1999 11:50:59 -0700
From: Andrew Brilliant <
andrewb@infowest.com>
Subject:
Team3S: FULL Interior for sale??
Beige leather? What is the
condition, andy deterioriation? Dashboard, center console?
Door
panels? Headliner? Quarter panels? etc... any visible
damage? do you have any
pictures? What color is the dash. black,
or beige? Console, color? Some of the
interiors, are beige/black, some
are beige/beige. I am interested in your interior.
Aso8@aol.com wrote:
> 18" x 8.5 JJ
Chrome 6 spoke factory rims with center cap, set of 4 for along
>
with
> 4 Mich Pilot 245/40/ZR18 SXMXX3 over 50% left
> Set of 4
above rims & tires $1800.00
> 2 additional chrome rims with purchase
$300 X-tra or $300 ea. separately
>
> (set 4)17" x 8.5 JJ Stock Alum
Alloy 5 spoke directionals along
> with Goodyear Eagles 245/45/ZR17 Set of
4 wheels & tires $600.00
>
> (2) TEC 15G turbos
$1500.00
>
> (2) Stock 9B VR4 turbos $250.00
>
> (2)
Bozz Speed Hood scoops. These are painted black and the body work needed
>
after you buy these is already done. $400.00 Better then new.
>
>
Other available parts from a 91 VR-4
> Full interior available (Beige
leather)
> Front & Rear Active Aero motor
> Air cond
unit
> Stock CD player
>
> Email direct please
> Arty 91
VR-4
>
> For subscribe/unsubscribe info, our web page is
http://www.bobforrest.com/Team3S.htmFor
subscribe/unsubscribe info, our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Mon, 22 Mar 1999 12:11:29 -0700
From: Andrew Brilliant <
andrewb@infowest.com>
Subject:
Team3S: private Post... sorry :(
For subscribe/unsubscribe info, our web
page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Mon, 22 Mar 1999 23:13:49 +0000
From: "R.G." <
robby@swissonline.ch>
Subject: Re:
Team3S: Sidenote to shifting on a Dyno
> In my previous post, i
recomended making all gear dyno pulls. I have to
> caution you that it
takes some practice. If whoever is operating the
> vehicle does not have
experience shifting while making a pull, it's better
> to not ask them to
do it. As i said, it's rather tricky.........And not for
> the faint
hearted.
You are very right, but the AWD dynos we have are not a big
problem if any due
to the electronics the dyno is controlled by. Also the car
MUST be stripped down
to the ground at least with one stripe in the front and
two at the back. As the
AWD dyno has adjustable wheel-base it is no problem
to release the steering
wheel during the session (or be prepared to catch
it). Anyways, you'll not be
allowed to drive the car on the dyno as this the
operator does (with a remote
control for the dyno)
Regards,
Roger,
AWD-Dyno-Land
For subscribe/unsubscribe info, our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Tue, 23 Mar 1999 17:31:37 -0500
From: Del A Kolasinski <
pearlvr42c@juno.com>
Subject: Re:
Team3S: Stealth-3000GT Hood
Insulation
Thanks
for noticing our website. In response to the sloted
hood vents on my
friend Aaron's VR-4, they do an AWESOME job of releasing
the hot air from
under the hood. After driving the car if you simply
place your hands
over them you can feel the heat venting out.
As for how we did it
here it goes.
He bought a new set from the dealer just to have new
ones.
We took a good dremel and simply cut angled slots in them.
We placed
screen on the underside (from a fish store)
He had his painted blue to match
his racing stripes.
It really works great!
If you want to check it out for
yourself, check out the website at
wisc.dsm.org
Del Kolasinski
PEARLVR42C@juno.comwisc.dsm.org
___________________________________________________________________
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don't need to buy Internet access to use free Internet e-mail.
Get completely
free e-mail from Juno at
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call Juno at (800) 654-JUNO [654-5866]
For subscribe/unsubscribe info, our
web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Mon, 22 Mar 1999 19:39:44 -0500
From: Mark <
pagan@siscom.net>
Subject: Team3S:
Transfer Case?
Greetings. I have been lurking on this list for
about a month now and am
in need of some of this groups expert
experience. I have a '93 Stealth RT
TT with the following performance
mods:
Manual boost controller (Extreme XBC) @ 15psi, ATR downpipe, test
pipe,
custom 3" cat-back, K&N FIPK
One evening on my way home from
work I noticed a thump sounding like it was
coming from "under my chair-ish"
and toward the back. This would only
occur when I was taking off and
happened no matter what gear I was starting
in. Once I was moving the
"thump" went away (or at least I couldn't hear
it). Then right before
my house it made a horrible noise (grinding, and
like something broke) and
the clutch started slipping. I figured that the
clutch went south, so I
ordered a RPS Turbo Clutch. When I took the OEM
clutch out it was down
into the rivets, but the clutch face wasn't broken
anywhere and the flywheel
just had a few burn marks on it. After
installing the clutch (new T.O.
bearing and turned the flywheel) I set out
to test it and low and behold, the
clutch slipped as bad or worse than it
did before I installed the RPS.
There was also a click/grind, very light,
but ever present when the car
started moving. So I brought the car back
into the garage and started
looking at the service manual. I bled the
clutch system and that didn't
help. I checked the release fork and with
the clutch disengaged I could
wiggle the fork (or my friend could). So we
lifted the car off the
ground (on his lift) a little and put the car in
gear. Slowly releasing
the clutch resulted in the front wheels turning but
not the back
wheels. Also, with the car off and in gear (and still off the
ground)
the rear wheels can freely be spun and the drive shaft moves.
Painfully,
I am left to think that this problem is the transfer case or
the
tranny. I haven't taken the transfer case back off yet to see if I
can see
anything, but I guess that is the next step. Anyone have any
other ideas
what this might be? Experience this problem
before?
As I said the car is a '93 but I got it with an after market
warranty that
has not yet run out. So most of the cost of the part
should be covered by
the warranty if it is indeed the transfer case or the
tranny.
Any help is greatly
appreciated.
Thanks,
Mark
broken '93 RT TT
For
subscribe/unsubscribe info, our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
End
of Team3S Digest V1 #131
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