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From:
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(Team3S Digest)
To:
stealth-3000gt-digest@list.sirius.comSubject:
Team3S Digest V1 #326
Reply-To: stealth-3000gt
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Team3S Digest
Thursday, November 4 1999 Volume 01 :
Number
326
----------------------------------------------------------------------
Date:
Wed, 03 Nov 1999 14:44:24 PST
From: "Greg Gonzales" <
greggonzo1@hotmail.com>
Subject:
Team3S: Car Alarm and Turbo timer
Does any one have both a turbo timer
and an aftermarket car alarm
installed on their car?
Do I need to
install the T-timer before? Is it possible to do it after
the alarm is
installed?
How will that work if the car is still running and I set the
alarm?
Any suggestions are welcome
TIA
Greg 92 RT
TT
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Date:
Fri, 29 Oct 1999 18:58:39 -0500
From: "Jeff" <
spydervr4@home.com>
Subject: Re:
Team3S: Datalogger & OBD II Scan software
I don't know exactly what
protocol Mitsubishi used in the '94-95 cars, but
under my hood it says
"OBDI Certified" and the EASE OBD-II scanner didn't
work on any of
the 3 OBDII protocols it tried. What I'm wondering is will a
scanner
like the TMO datalogger (
www.tmo.com) work on
the car with a
different connector. Unfortunately I will never know
because I have already
bought a Snap-On MT2500. I need to chase down a
Snap-On truck and buy the
OBDII connector for it and see if it works with my
MT2500's old '92 Import
ROM. If it does, then it would probably be
worthwhile for someone to disect
a scanner like the TMO logger and try to get
it to work but I haven't done
it yet, so don't go cutting up your $300
datalogger quite yet:)
jeff
'95 Mitsubishi Spyder VR-4
'90
Mitsubishi Eclipse GSX
- ----- Original Message -----
From: Ken
Middaugh <
Kenneth.Middaugh@gat.com>
To:
Jeff <
spydervr4@home.com>
Cc:
Sirius <
stealth-3000gt@list.sirius.com>
Sent:
Friday, October 29, 1999 6:40 PM
Subject: Re: Team3S: Datalogger & OBD II
Scan software
> This is a bummer. You're saying that Mitsu
used a standard OBD I protocol
for
> years '91-'93, and ISO standard
OBD II for '96+ (late '95+), but used a
> non-standard or
proprietary protocol for '94-'95? Do you know what the
'94-'95
>
protocol is? Is it OBD I protocol with an OBD II connector? Can we
use
an OBD
> I scan tool just by changing the
connector?
>
> This is bad news since I plan to upgrade my '91 to a
'94-'95. This is
good info
> for the FAQ when we sort it
out...
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http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Wed, 03 Nov 1999 22:54:28 -0500
From: Rick D <
rick@ceo-consulting.com>
Subject:
Team3S: Datalogger & OBD II Scan software
Hey guys,
I called
Miller special tools today and asked them if they sold a DRB II
connector
that would plug into my 94 Stealth. According to my Mopar FSM
the 94
Stealth uses a DRB II for diagnostics. However, according to
Miller
there is no such cable.
My car has the same diagnostic
connector (DLC) as the 99 cars. They refer
to it as the OBD II data
link connector. Even though according to the MDS
my car is OBD I
spec. Anyhow, he said the only way to diagnose the car is
with the DRB
III.
I currently have the Chrysler DRB II with the Mitsubishi
adapter. I can
hook up to any 91-93 Stealths/Vr-4's and 90-93
Eclipse/Talons. But
apparently it does me no good on the 94
and up cars. (even though the
cartridge in it reads
"83-94")
I am in the process of taking some old DRB cables I
have laying around and
I am going to try to fabricate a connector for
it. If it works I'll let
you all know.
Regards,
Rick
Diogo
94 Stealth R/T turbo
6 speed
AWD,AWS,ECS, Climate Control
A/C
Pearl Yellow
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is
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Date:
Thu, 4 Nov 1999 11:40:19 -0600
From:
sjc0u812@juno.comSubject: Team3S: New
APEXi AVC-R Unit
Hey all:
I managed to snap some digital shots of
my new APEXi AVC-R unit install
and a couple of the unit itself. I
cannot send them out form here, but
if someone wants to post them on their
site, let me know and I'm happy to
forward them on from work.
Best
regards,
Scott
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Date:
Thu, 04 Nov 1999 19:00:06 +0100
From: "R.G." <
robby@swissonline.ch>
Subject: Re:
Team3S: Ignition system
> For example one of the systems I'm looking
at, say that they have 120 mJ
> spark energy at the plugs and the coils
are always loaded to 8.5 break amps
> and that's enough to run .5 to .6
gap on the plugs up to 2 bar boost (3 bar
> map sensor). I have no idea if
this is true or not.
Yes, this is what B&M also told us and the
result was ... nothing ! The energy
highly depends on the wires and plugs and
how well the plug boots are isolated.
The later is very important as this
could create a short between to the heads
and causes misfires
then.
The energy is not given in Milli-Joules but in Mega-Joule. Just
remember the
energy we are use for living is in the hundreds of kiloJoule
area.
> I would like to hear numbers (voltage, amp, mJ etc) both for
our stock
> system and also (and more important) our wish list.
No
chance. Have a look at the electrical part of the manual and you can see
how
the system works as they show some nice diagrams there :) The spark
ignites when
the power transistor closes. This creates a very high voltage
spike at the
primary winding of the coil. This then causes the output of the
coil (secondary
winding) to create a real high pulse to the spark by the
induction.
> What kind of numbers would our dream ignition system
have???? I really need
> more knowledge about this.
Me too :) The
main goal is that the coil is getting fully saturated when the
current flows
(i.e. the ignition power transistor switched on) This will not
cause the
spark to fire ! When the transistor turns off, the potential changes
and this
causes a the high voltage spike (about 400 volts) that is getting
inducted to
the secondary side.
Now, on our ignition system, there are some limits.
First the power transistors
that may not flow enough current and a Zener
diode that limits the voltage peak
to 400V. The later is necessary as the
transistors may got damaged due to this.
Furthermore, our coils may just not
got mroe saturated and therefore any
increase in voltage or current flow may
cause just nothing.
Of course, any aftermarket system that uses its own
ignition system and specific
coils, should be ok. Ours is just not built for
more but, unfortunately, we
don't know how the other stuff would work on our
cars !
No, there are no figures that can give us some lead into the right
direction.
The only thing we can do is .. try and error :-( The physics tells
you how much
energy is used to fully ignite the mixture in the chamber. Here
you have soooo
many variables where highly experienced engineers are working
on to find the
optimum. Even the plugs could then be fully wrong and you need
other range and
no platinums. The gap plays a rule as well as the wires
resistance and other
stuff we may already forgot.
I'm working on the
ignition side for a solution but I didn't knew that the high
spike at the
primary side causes the spark on the other. So the first design I
got was not
working as it surpressed the spike. Now the next design will
consists of fast
acting systems that should be able to flow more current to be
able to more
saturize the coil(s) as well as a higher limit of about 600 or 800V
for
the spike. This will then result in a higher output energy.
Theoretically
it works but we'll see if the test will
too.
Roger
93'3000GT TT
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Date:
Thu, 4 Nov 1999 12:07:20 -0500
From: "Eddie" <
stealth3@superservers.net>
Subject:
Team3S: Plugs (again)
List,
I went down to my local
parts store to pick up the NGK PFR6J-11 plugs.
They said that NGK has
discontinued them.. - Is this true?
In any case, they
have some Champion 7071 (also double platinum plugs)
$5.99 a piece. - Should
I get these? - Would the gap still be .034" for
approx.
15psi?
Thanks!!
Eddie
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Date:
Thu, 04 Nov 1999 13:08:57 -0500
From: Rick Diogo <
rick@ceo-consulting.com>
Subject:
Team3S: Turbos for sale
Pair of brand new (in the Mitsubishi Boxes)
turbos for a 94
Vr-4/Stealth. These turbos are new and have never been
installed on a
vehicle. They list for over $2,500 for the
pair.
Best reasonable offer gets them.
rick@ceo-consulting.comFor
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http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Thu, 4 Nov 1999 16:14:38 EST
From:
Muratokcu@aol.comSubject: Re: Team3S:
Rear brake change ('91 to '94+)
hand brake is a drum inside the rotor, so
you can use any caliper you can fit
in the rear
two pistons do not
provide any additional clamping force at all. they are
just a bit more rigid
and apply uniform force. it is the piston diameter, and
to an extent the pad
area which matters. assuming same rotor dia.
front calipers would be
superb.
For subscribe/unsubscribe info, our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Thu, 4 Nov 1999 16:25:53 -0500
From: "Perry Glover" <
pglover@bznet.com>
Subject: Team3S:
Wanted!!!!!!! Set of 1993 3000 GT VR4 Chrome wheels ( 17" chrome wheels)
Hello,
I am looking to purchase a set (4) of chrome wheels found
on the 91-93
3000Gt VR4 model. I live in Richmond,VA.
Please provide
any information on where to look on the web or names of
someone selling these
wheels.
You can email me at
pglover@bznet.comThanks,
Perry
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http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Thu, 4 Nov 1999 17:40:13 -0500
From: "Gil Gomes" <
gil@warpedweb.com>
Subject: Team3S:
C's Short shifter... G-Force ECU
Couple of quick
questions:
Has anybody ever installed a G-Force
ECU
in a non-turbo? Is it worthwhile?
Where
can I get a C's short shifter? I can't seem
to find a vendor anywhere
on the web....
Thanx...
Gil
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our web page is
http://www.bobforrest.com/Team3S.htm------------------------------
Date:
Thu, 04 Nov 1999 15:13:08 -0800
From: Ken Middaugh <
Kenneth.Middaugh@gat.com>
Subject:
Re: Team3S: C's Short shifter... G-Force ECU
>
Where can I get a C's short shifter? I can't seem
> to find a vendor
anywhere on the web....
Dave Buschur at
http://www.buschurracing.com sells his
short shifters for $75.
- --
I'm just driving this way to piss you
off!
Ken Middaugh (858) 455-4510
General Atomics
San Diego
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End
of Team3S Digest V1 #326
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