Team3S: 3000GT & Stealth Wednesday, October 3 2001
Volume 01 : Number
635
----------------------------------------------------------------------
Date:
Wed, 3 Oct 2001 04:39:37 -0700 (PDT)
From: John Christian <
jczoom_619@yahoo.com>
Subject:
Team3S: RE:Pass Emissions with a Test Pipe?
Hi Paul,
Well, sort
of. Vehicle tested was Stealth TT without
precat and without main cat,
but with Dynomax
'muffler'.
In PA, the TT will pass the high speed test,
but fail
the low speed portion. Net result FAIL.
The TT will also
fail visual inspection. ie cars
without cat are illegal.
I worked for
the State of PA installing software in
the new emission inspection
machines. I used my cars
for test purposes on occassion.
The
good news is that the TT without precats but with
the main cat will pass PA
tests without difficulty. I
don't know what specs CA has.
Be
of good cheer,
John
> Gutting the main cat guarantees an
emissions
failure,
Guarantees? I was told by a Mitsu mechanic
that our
cars have really good
emissions and they have a good chance in
passing
without the main cat as long
as the enigne is hot and runs
well. Can anyone
confirm this either to be
true or false?
Anyone have a test pipe that passed
emissions? Preferably
strict CA
or MA tests?
Thanks,
- -Paul - 3Si1127
Please respond to
jczoom@iname.com'93 TT with Porsche
brakes and Supra TT rotors
12.4@109MPH
5/97 almost stock
http://www.geocities.com/motorcity/flats/4538***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 07:46:45
-0400
From: "Omar Malik" <
ojm@iname.com>
Subject: RE: Team3S: Rear
Strut Tower Bar
I for one have noticed a huge difference in my non-turbo
with the rear strut bar. To me, it's a whole new car and the difference
is
definitely noticeable. It made more of a difference in handling then
eibach springs, turning ECS to sport and upgrading from 16s to
17s with
sticky meats put together. Turns i would squeel around doing 45 i can now take
doing 60-65 with no problems. Not sure how
much a difference it would make in
the turbo cars, but the frame being almost the same, I think you might be
surprised. For $150 or
so for the bar, it's a cheap and effective upgrade. I
am not a road racer or autocrosser, so someone else who does this and has
this
mod may be able to enlighten you more, I'm just pointing out my
experiences. Plus it's so simple to install and remove, you can
easily
restore it to stock.
Omar
92 r/t
- -----Original
Message-----
From:
owner-team3s@team3s.com
[mailto:owner-team3s@team3s.com]On Behalf
Of Bonnett, Wayne A
Sent:
Tuesday, October 02, 2001 1:44 PM
To:
team3s-digest@mail.speedtoys.com;
3sracers@speedtoys.comSubject:
Team3S: Rear Strut Tower Bar
Is there a benefit of having a rear strut
tower bar? If so, can your
explain what the benefit(s) would
be?
By the way, thanks to everyone that replied and gave me their
thoughts and
suggestions about racing tires/wheels. Everyone said
pretty much the same
thing: 'Leave the car alone for now'. That I will
do, unless the rear strut
bar might be something I should look
into.
All comments and suggestions are welcome.
Thanks,
Wayne
A. Bonnett
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 08:58:49
-0400
From: "Furman, Russell" <
RFurman2@MassMutual.com>
Subject:
RE: Team3S: Lightweight Flywheels - Pros/Cons
Well I have been using the
Fidenza and I have no complaints other than that
the fact at idle with the
a/c the SOB sound like a John Deere(the gear box
rattles a bit). I
agree on better throttle response and rev matching is a
lot easier. I
thought the Mueller was meant only for use with their twin
disk clutch but I
could be wrong.
> -----Original Message-----
> From: Ken Stanton
[SMTP:tt007ken@yahoo.com]
> Sent: Tuesday, October 02, 2001 5:53
PM
> To: Team3S Stealth
> Subject: Team3S: Lightweight Flywheels -
Pros/Cons
>
> Well, the tranny is out and is off to get rebuilt, it
is time to deal
> with an important issue - rotational inertia.
>
> I had a Bozzspeed Chromalloy Flywheel on my car, which
self-destructed
> and whatnot, but we won't go into that. I'm
looking to replace it, and
> here are the issues concerning a lightweight
flywheel - please give your
> feedback/thoughts! Thanks! BTW,
I am considering going back to the
> stock.. but read on.
>
>
Pros:
> Better response - mainly mid/high-end
> Faster acceleration
- less mass = easier for engine to spin
> Less vehicle mass - 11 pound
savings for the TT
> On certain ones - face is replaceable for
<$100
> Better heat dissipation - aluminum wheels will keep cooler,
improving
> clutch grip
>
> Cons:
> Low-rpm stall - it
is much easier to stall from a start
> Chatter - there are lots of
complaints of this
> Fuel economy loss - this is a claim I've seen a few
times, it makes
> sense to me (?)
> Expensive - $400+
>
Vibrations - at low rpm, may people claim they vibrate. I never go
>
slow, so I don't know
>
> This is my list so far, please add yours,
or comments!
>
> And, I've only heard of 2 wheels being used on our
cars - Bozzspeed and
> Fidenza. Anyone have experience with Mueller,
Tilton, or others?
>
> Thanks!
>
> Ken Stanton
>
'91 Pearl White R/T TT
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 08:21:08
-0500
From: "Willis, Charles E." <
cewillis@TexasChildrensHospital.org>
Subject:
RE: Team3S: Rear Strut Tower Bar
It doesn't take much of a turn to see
the excessive body roll on our stock
suspension, nor much accelleration or
braking to see the rearing and diving,
even in "Sport" ECS mode.
Chuck
Willis
> -----Original Message-----
> From: Furman, Russell
[SMTP:RFurman2@MassMutual.com]
> Sent: Tuesday, October 02, 2001 1:51
PM
> To: 'Bonnett, Wayne A'; 'Team 3S'
> Subject: RE: Team3S: Rear
Strut Tower Bar
>
> From what I have seen only
>
about 2% of us could truly "outdrive" the stock suspension.
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 09:13:39
-0400
From: "Furman, Russell" <
RFurman2@MassMutual.com>
Subject:
RE: Team3S: Rear Strut Tower Bar
Hey Charles, body roll is not a
function of the shocks but the springs and
sway bars. The sport/tour
mode is for dampening effect of hitting bumps
etc... BTW I still
stick with my earlier statement, I had Tein coilovers
on my MKIV and I will
probably be getting them for the VR-4 only b/c the GC
set up with new shocks,
and cusco pillow ball mounts is only about $200
less than the comparable Tein
set up for our cars. Of course all of this
is IMHO
>
-----Original Message-----
> From: Willis, Charles E.
[SMTP:cewillis@TexasChildrensHospital.org]
> Sent: Wednesday, October 03,
2001 9:21 AM
> To: 'Team 3S'
> Subject: RE: Team3S: Rear Strut Tower
Bar
>
> It doesn't take much of a turn to see the excessive body
roll on our stock
> suspension, nor much accelleration or braking to see
the rearing and
> diving,
> even in "Sport" ECS mode.
>
> Chuck Willis
>
> > -----Original Message-----
>
> From: Furman, Russell [SMTP:RFurman2@MassMutual.com]
> > Sent:
Tuesday, October 02, 2001 1:51 PM
> > To: 'Bonnett, Wayne A'; 'Team
3S'
> > Subject: RE: Team3S: Rear Strut Tower Bar
> >
>
> From what I have seen only
> > about 2% of us could
truly "outdrive" the stock suspension.
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 08:48:13
-0500
From: "Willis, Charles E." <
cewillis@TexasChildrensHospital.org>
Subject:
RE: Team3S: Rear Strut Tower Bar
Your original post said only 2% of us
could outdrive the stock suspension.
Did you mean to say " driving in a
straight line?"
1. The dampers ARE a suspension component. With ECS
in "Sport", the dampers
are more active, and fight to oppose rearing
and diving.
2. In addition to excessive body roll that the
stock springs (another
suspension component) alllow, there is also the gross
understeer, that the
stock suspension does nothing to correct.
3. For example, the rear antisway bar, which should help lessen
understeer
is the same bar used on the Eclipse, which weighs considerably
less.
Chuck
(Charles is a Prince)
> -----Original
Message-----
> From: Furman, Russell
[SMTP:RFurman2@MassMutual.com]
> Sent: Wednesday, October 03, 2001 8:14
AM
> To: 'Team 3S'
> Subject: RE: Team3S: Rear Strut Tower
Bar
>
> Hey Charles, body roll is not a function of the
shocks but the springs
> and
> sway bars. The sport/tour mode
is for dampening effect of hitting bumps
> etc... BTW I still
stick with my earlier statement, I had Tein coilovers
> on my MKIV and I
will probably be getting them for the VR-4 only b/c the
> GC
> set
up with new shocks, and cusco pillow ball mounts is only about $200
> less
than the comparable Tein set up for our cars. Of course all of
this
> is IMHO
>
> > -----Original Message-----
>
> From: Willis, Charles E.
>
[SMTP:cewillis@TexasChildrensHospital.org]
> > Sent: Wednesday, October
03, 2001 9:21 AM
> > To: 'Team 3S'
> > Subject: RE: Team3S:
Rear Strut Tower Bar
> >
> > It doesn't take much of a turn
to see the excessive body roll on our
> stock
> > suspension, nor
much accelleration or braking to see the rearing and
> >
diving,
> > even in "Sport" ECS mode.
> >
> > Chuck
Willis
> >
> > > -----Original Message-----
> >
> From: Furman, Russell [SMTP:RFurman2@MassMutual.com]
> > >
Sent: Tuesday, October 02, 2001 1:51 PM
> > > To: 'Bonnett, Wayne
A'; 'Team 3S'
> > > Subject: RE: Team3S: Rear Strut Tower
Bar
> > >
> > > From what I have seen
only
> > > about 2% of us could truly "outdrive" the stock
suspension.
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 03 Oct 2001 09:46:08
-0500
From: "Turbo Driven" <
turbodrvn@hotmail.com>
Subject:
Team3S: HKS VPC or Split Second ARC2 ??
Hello all,
I hope all is
well with everyone. My apologizies for not actively posting
to this
list; My job doesn't allow me to be readily accessible to a
computer.
I'm debating on purchasing either an HKS VPC or the ARC2
unit. What are
your thoughts? Here's a list of my
mods:
GT-PRO 357 Turbos (480 cfm per turbo), HKS Fuel Pump, RC
engineering
550c.c. fuel injectors, Apex'i Super AFC, GReddy Profec B boost
controller,
GReddy turbo timer, GReddy EGT gauge & SPI motorsport boost
gauge in dual
pillar pod, Apex'i Super-sequential blow off valve, K&N
airfilter charger
kit, Alamo Downpipe, Hi-flow cat, Borla cat-back exhaust,
Magnecore KV85
spark plug wires (8.5mm), NGK platinum plugs gapped at .034,
Cross-drilled
rotors with carbon fiber semi-metallic pads, Nitto Power
Extreme NT-555
(255/40/17's) tires, Eibach Pro-Kit springs, & Enkei
RP-O1 17x9 (42mm
offset) custom racing wheels. Coming soon:
upgraded brakes? Alcohol
injection? Upgraded Intercoolers? HKS VPC or
ARC2??
I've also heard that if I choose the HKS VPC that I may need to
switch from
my K&N charger kit to the HKS super megaflow unit? is
this true and why?
Peace to all,
Ahmed "AL-Crazy" - 1992
3000GT VR4 & 1987 Buick Grand National (both
heavily
modded).
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 11:08:22
-0400
From: "Furman, Russell" <
RFurman2@MassMutual.com>
Subject:
RE: Team3S: HKS VPC or Split Second ARC2 ??
IMHO get the VPC and a nice
additional fuel controller like the Fields SFC
(can save 3 different fuel
maps on it) those together would be roughly equal
in price to the ARC 2 with
the "larger" MAS upgrade. You get more
functionality and can set the
car up with three different fuel maps one for
low street one for high street
and one for race gas. You can switch between
modes at the touch of a button (
no need to readjust a bunch of knobs).
Nevermind the fact you free up a bit
of engine bay space by removing that
damn air metering box. I will see
if I can find the link that explains all
of the SFC's features.
http://www.skunk2.com/html/electronics.htmIt
is in the lower right corner ignore the comment about it working with the
SFC
VTEC. I had one of these with a VPC in my MKIV it worked flawlessly and
if I
had thought about it I would have kept it and put it in the VR-4
>
-----Original Message-----
> From: Turbo Driven
[SMTP:turbodrvn@hotmail.com]
> Sent: Wednesday, October 03, 2001 10:46
AM
> To:
team3s@stealth-3000gt.st>
Subject: Team3S: HKS VPC or Split Second ARC2 ??
>
> Hello
all,
>
> I hope all is well with everyone. My apologizies for
not actively posting
>
> to this list; My job doesn't allow me to
be readily accessible to a
> computer.
>
> I'm debating on
purchasing either an HKS VPC or the ARC2 unit. What are
> your
thoughts? Here's a list of my mods:
>
> GT-PRO 357 Turbos
(480 cfm per turbo), HKS Fuel Pump, RC engineering
> 550c.c. fuel
injectors, Apex'i Super AFC, GReddy Profec B boost
> controller,
>
GReddy turbo timer, GReddy EGT gauge & SPI motorsport boost gauge in dual
> pillar pod, Apex'i Super-sequential blow off valve, K&N airfilter
charger
> kit, Alamo Downpipe, Hi-flow cat, Borla cat-back exhaust,
Magnecore KV85
> spark plug wires (8.5mm), NGK platinum plugs gapped at
.034, Cross-drilled
>
> rotors with carbon fiber semi-metallic
pads, Nitto Power Extreme NT-555
> (255/40/17's) tires, Eibach Pro-Kit
springs, & Enkei RP-O1 17x9 (42mm
> offset) custom racing
wheels. Coming soon: upgraded brakes? Alcohol
> injection?
Upgraded Intercoolers? HKS VPC or ARC2??
>
> I've also heard
that if I choose the HKS VPC that I may need to switch
> from
> my
K&N charger kit to the HKS super megaflow unit? is this true and
why?
>
> Peace to all,
>
> Ahmed "AL-Crazy" -
1992 3000GT VR4 & 1987 Buick Grand National (both
> heavily
modded).
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 07:53:49
-0700
From: "Jim Berry" <
fastmax@home.com>
Subject: Re: Team3S:
Lightweight Flywheels - Pros/Cons
I run the Mueller with the RPS Turbo
carbon clutch in my 93 TT --- at idle it
almost feels like a motorcycle, I
installed the solid motor mounts at the same
time so I'm not sure which
causes which, a little of each I suspect. As soon
as you rev it up the
feeling goes away though. As to performance, I'm sorry,
but I didn't do my
before and after G-Tech runs.
As to starting and chatter --- yes I have
to rev it a little more to get it moving,
and the chatter is only when trying
to ease it into a tight spot --- low speed and
small distances --- it's just
tougher to slip the clutch.
I ran across this place the other day --- I
have no information about them other
than what you see.
http://www.lightningmotorsports.com/clutch_masters_light_weight_flyw.htm
Jim Berry
======================================================
-
----- Original Message -----
From: Furman, Russell <
RFurman2@MassMutual.com>
>
Well I have been using the Fidenza and I have no complaints other than
that
> the fact at idle with the a/c the SOB sound like a John Deere(the
gear box
> rattles a bit). I agree on better throttle response and
rev matching is a
> lot easier. I thought the Mueller was meant only
for use with their twin
> disk clutch but I could be wrong.
>
> > -----Original Message-----
> > From: Ken Stanton
[SMTP:tt007ken@yahoo.com]
> > Sent: Tuesday, October 02, 2001 5:53
PM
> > To: Team3S Stealth
> > Subject: Team3S: Lightweight
Flywheels - Pros/Cons
> >
> > Well, the tranny is out and is
off to get rebuilt, it is time to deal
> > with an important issue -
rotational inertia.
> >
> > I had a Bozzspeed Chromalloy
Flywheel on my car, which self-destructed
> > and whatnot, but we won't
go into that. I'm looking to replace it, and
> > here are the
issues concerning a lightweight flywheel - please give your
> >
feedback/thoughts! Thanks! BTW, I am considering going back to
the
> > stock.. but read on.
> >
> > Pros:
>
> Better response - mainly mid/high-end
> > Faster acceleration -
less mass = easier for engine to spin
> > Less vehicle mass - 11 pound
savings for the TT
> > On certain ones - face is replaceable for
<$100
> > Better heat dissipation - aluminum wheels will keep
cooler, improving
> > clutch grip
> >
> >
Cons:
> > Low-rpm stall - it is much easier to stall from a
start
> > Chatter - there are lots of complaints of this
> >
Fuel economy loss - this is a claim I've seen a few times, it makes
> >
sense to me (?)
> > Expensive - $400+
> > Vibrations - at low
rpm, may people claim they vibrate. I never go
> > slow, so I
don't know
> >
> > This is my list so far, please add yours,
or comments!
> >
> > And, I've only heard of 2 wheels being
used on our cars - Bozzspeed and
> > Fidenza. Anyone have
experience with Mueller, Tilton, or others?
> >
> >
Thanks!
> >
> > Ken Stanton
> > '91 Pearl White R/T
TT
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 11:20:01
-0400
From: "Furman, Russell" <
RFurman2@MassMutual.com>
Subject:
RE: Team3S: Lightweight Flywheels - Pros/Cons
I am not talking about feel
Jim ;) Literally at idle my car rattles (the
gearbox
internals from the sound) I talked with a bunch of the smart guys on
MKIV and
they all said the same thing... that is normal and the amount of
damage you
are POSSIBLY causing is inconsequential compared to missed shift
and grinding
the gears (i.e. 2-3 upshift but you screw up and go back into
first).
Oh yeah Jim thanks for the info about the Mueller FW, I really want
a FW with
a replaceable center section so that way when I replace my clutch
again I can
just put a new center piece in and be done with it.
> -----Original
Message-----
> From: Jim Berry [SMTP:fastmax@home.com]
> Sent:
Wednesday, October 03, 2001 10:54 AM
> To: Furman, Russell; 'Team
3S'
> Subject: Re: Team3S: Lightweight Flywheels - Pros/Cons
>
> I run the Mueller with the RPS Turbo carbon clutch in my 93 TT --- at
idle
> it
> almost feels like a motorcycle, I installed the solid
motor mounts at the
> same
> time so I'm not sure which causes
which, a little of each I suspect. As
> soon
> as you rev it up the
feeling goes away though. As to performance, I'm
> sorry,
> but I
didn't do my before and after G-Tech runs.
>
> As to starting and
chatter --- yes I have to rev it a little more to get
> it moving,
>
and the chatter is only when trying to ease it into a tight spot --- low
>
speed and
> small distances --- it's just tougher to slip the
clutch.
>
> I ran across this place the other day --- I have no
information about them
> other
> than what you
see.
>
>
http://www.lightningmotorsports.com/clutch_masters_light_weight_flyw.htm>
> Jim Berry
>
======================================================
>
> -----
Original Message -----
> From: Furman, Russell <
RFurman2@MassMutual.com>
>
> > Well I have been using the Fidenza and I have no complaints other
than
> that
> > the fact at idle with the a/c the SOB sound like
a John Deere(the gear
> box
> > rattles a bit). I agree on
better throttle response and rev matching is
> a
> > lot
easier. I thought the Mueller was meant only for use with their
>
twin
> > disk clutch but I could be wrong.
> >
> >
> -----Original Message-----
> > > From: Ken Stanton
[SMTP:tt007ken@yahoo.com]
> > > Sent: Tuesday, October 02, 2001 5:53
PM
> > > To: Team3S Stealth
> > > Subject: Team3S:
Lightweight Flywheels - Pros/Cons
> > >
> > > Well, the
tranny is out and is off to get rebuilt, it is time to deal
> > >
with an important issue - rotational inertia.
> > >
> >
> I had a Bozzspeed Chromalloy Flywheel on my car, which
self-destructed
> > > and whatnot, but we won't go into that.
I'm looking to replace it,
> and
> > > here are the issues
concerning a lightweight flywheel - please give
> your
> > >
feedback/thoughts! Thanks! BTW, I am considering going back to
the
> > > stock.. but read on.
> > >
> > >
Pros:
> > > Better response - mainly mid/high-end
> > >
Faster acceleration - less mass = easier for engine to spin
> > >
Less vehicle mass - 11 pound savings for the TT
> > > On certain
ones - face is replaceable for <$100
> > > Better heat
dissipation - aluminum wheels will keep cooler, improving
> > >
clutch grip
> > >
> > > Cons:
> > > Low-rpm
stall - it is much easier to stall from a start
> > > Chatter -
there are lots of complaints of this
> > > Fuel economy loss - this
is a claim I've seen a few times, it makes
> > > sense to me
(?)
> > > Expensive - $400+
> > > Vibrations - at low
rpm, may people claim they vibrate. I never go
> > > slow, so
I don't know
> > >
> > > This is my list so far, please
add yours, or comments!
> > >
> > > And, I've only
heard of 2 wheels being used on our cars - Bozzspeed
> and
> >
> Fidenza. Anyone have experience with Mueller, Tilton, or
others?
> > >
> > > Thanks!
> > >
>
> > Ken Stanton
> > > '91 Pearl White R/T TT
***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 08:07:39
-0700
From: "Jim Berry" <
fastmax@home.com>
Subject: Re: Team3S:
Lightweight Flywheels - Pros/Cons
- ----- Original Message -----
From: Furman, Russell <
RFurman2@MassMutual.com>
>
I am not talking about feel Jim ;) Literally at idle my car
rattles (the
> gearbox internals from the sound)
That's what I
meant when I said it feels like a motorcycle --- at idle you get
that two
cylinder rattling feel.
Jim berry
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 11:36:27
-0400
From: "Furman, Russell" <
RFurman2@MassMutual.com>
Subject:
RE: Team3S: Lightweight Flywheels - Pros/Cons
Ah I follow you now, I
believe someone mentioned earlier about a FW with a
replaceable center
section? does anyone have a link to a manufacturer of
one of
these?
> -----Original Message-----
> From: Jim Berry
[SMTP:fastmax@home.com]
> Sent: Wednesday, October 03, 2001 11:08
AM
> To: Furman, Russell; 'Team 3S'
> Subject: Re: Team3S:
Lightweight Flywheels - Pros/Cons
>
>
> ----- Original
Message -----
> From: Furman, Russell <
RFurman2@MassMutual.com>
>
> > I am not talking about feel Jim ;) Literally at
idle my car rattles
> (the
> > gearbox internals from the sound)
>
>
> That's what I meant when I said it feels like a
motorcycle --- at idle you
> get
> that two cylinder rattling feel.
>
> Jim berry
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 08:37:45
-0700
From: "BlackLight" <
BlackLight@Planetice.net>
Subject:
RE: Team3S: HKS VPC or Split Second ARC2 ??
I agree, I know someone with
an ARCII that bought an APEXi S-AFC to have
more control! Either just go with
the smaller and less expensive S-AFC
by it's self, or go with the VPC so you
can remove the MASS. The reason
they said that you would need to go to the
HKS Super mega flow is
because the VPC does not need the MASS to work, so you
can remove it!!
Very good since it is so restrictive! This allows you to
pretty much run
straight from the turbos to the dual intakes! Looks very
slick!
Matt Nelson
1994 RT TT
Computer Sales Consultant
Gateway
Computers, Salem OR
Work Phone 503-587-7113
BlackLight@Planetice.Netwww.BlackLight.5u.com-
-----Original Message-----
From:
owner-team3s@team3s.com
[mailto:owner-team3s@team3s.com] On Behalf
Of Furman, Russell
Sent:
Wednesday, October 03, 2001 8:08 AM
To: 'Team 3S'
Subject: RE: Team3S: HKS
VPC or Split Second ARC2 ??
IMHO get the VPC and a nice additional
fuel controller like the Fields
SFC (can save 3 different fuel maps on it)
those together would be
roughly equal in price to the ARC 2 with the "larger"
MAS upgrade. You
get more functionality and can set the car up with
three different fuel
maps one for low street one for high street and one for
race gas. You
can switch between modes at the touch of a button ( no need to
readjust
a bunch of knobs). Nevermind the fact you free up a bit of engine
bay
space by removing that damn air metering box. I will see if I can
find
the link that explains all of the SFC's features.
http://www.skunk2.com/html/electronics.htmIt
is in the lower right corner ignore the comment about it working with
the SFC
VTEC. I had one of these with a VPC in my MKIV it worked
flawlessly and if I
had thought about it I would have kept it and put it
in the VR-4
>
-----Original Message-----
> From: Turbo Driven
[SMTP:turbodrvn@hotmail.com]
> Sent: Wednesday, October 03, 2001 10:46
AM
> To:
team3s@stealth-3000gt.st>
Subject: Team3S: HKS VPC or Split Second ARC2 ??
>
> Hello
all,
>
> I hope all is well with everyone. My apologizies for
not actively
> posting
>
> to this list; My job doesn't
allow me to be readily accessible to a
> computer.
>
> I'm
debating on purchasing either an HKS VPC or the ARC2 unit. What
>
are
> your thoughts? Here's a list of my mods:
>
>
GT-PRO 357 Turbos (480 cfm per turbo), HKS Fuel Pump, RC engineering
>
550c.c. fuel injectors, Apex'i Super AFC, GReddy Profec B boost
>
controller, GReddy turbo timer, GReddy EGT gauge & SPI motorsport
>
boost gauge in dual pillar pod, Apex'i Super-sequential blow off
> valve,
K&N airfilter charger kit, Alamo Downpipe, Hi-flow cat, Borla
>
cat-back exhaust, Magnecore KV85 spark plug wires (8.5mm), NGK
> platinum
plugs gapped at .034, Cross-drilled
>
> rotors with carbon fiber
semi-metallic pads, Nitto Power Extreme
> NT-555
> (255/40/17's)
tires, Eibach Pro-Kit springs, & Enkei RP-O1 17x9 (42mm
> offset)
custom racing wheels. Coming soon: upgraded brakes? Alcohol
>
injection? Upgraded Intercoolers? HKS VPC or ARC2??
>
> I've
also heard that if I choose the HKS VPC that I may need to switch
>
from my K&N charger kit to the HKS super megaflow unit? is this true
> and why?
>
> Peace to all,
>
> Ahmed
"AL-Crazy" - 1992 3000GT VR4 & 1987 Buick Grand National (both
>
heavily modded).
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 11:40:32
-0400
From: "Furman, Russell" <
RFurman2@MassMutual.com>
Subject:
Team3S: Twin Disk Clutch Thoughts?
Hi guys/gals, does anyone here has any
first had experience with any of the
TD Clutches available for our
cars. Weather it is the OS Giken or the
Mueller? I am thinking of
going this route b/c I am sick of my RPS stage 2
and I drove last night an
ACT with the 2900lb pressure plate. Grabbed and
held great but needed
WAY too much leg strength to work. I am only 140 lbs
so I need
something does not require the legs of a WWF Wrestler.
Russ
F
CT
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 09:04:04
-0700 (PDT)
From: Geoff Mohler <
gemohler@www.speedtoys.com>
Subject:
Re: Team3S: Lightweight Flywheels - Pros/Cons
Didnt you also have
different motor mounts?
On Wed, 3 Oct 2001, Jim Berry wrote:
>
> ----- Original Message -----
> From: Furman, Russell <
RFurman2@MassMutual.com>
>
> > I am not talking about feel Jim ;) Literally at
idle my car rattles (the
> > gearbox internals from the sound)
>
> That's what I meant when I said it feels like a motorcycle --- at idle
you get
> that two cylinder rattling feel.
>
> Jim
berry
Geoff Mohler
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 09:05:33
-0700 (PDT)
From: Geoff Mohler <
gemohler@www.speedtoys.com>
Subject:
RE: Team3S: Lightweight Flywheels - Pros/Cons
That would be
Mueller.
Heres the best photo I could get quickly:
http://www.suprastore.com/muelligsupfl.htmlOn
Wed, 3 Oct 2001, Furman, Russell wrote:
> Ah I follow you now, I
believe someone mentioned earlier about a FW with a
> replaceable center
section? does anyone have a link to a manufacturer of
> one of
these?
>
> > -----Original Message-----
> > From: Jim
Berry [SMTP:fastmax@home.com]
> > Sent: Wednesday, October 03, 2001
11:08 AM
> > To: Furman, Russell; 'Team 3S'
> > Subject: Re:
Team3S: Lightweight Flywheels - Pros/Cons
> >
> >
>
> ----- Original Message -----
> > From: Furman, Russell <
RFurman2@MassMutual.com>
>
>
> > > I am not talking about feel Jim ;)
Literally at idle my car rattles
> > (the
> > > gearbox
internals from the sound)
> >
> >
> > That's what
I meant when I said it feels like a motorcycle --- at idle you
> >
get
> > that two cylinder rattling feel.
> >
> >
Jim berry
Geoff Mohler
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 11:51:40
-0400
From: "Furman, Russell" <
RFurman2@MassMutual.com>
Subject:
RE: Team3S: Lightweight Flywheels - Pros/Cons
Not yet, I am ordering the
3Sxperts aluminum lower engine mounts and the
poly tranny mounts in a week or
so. I am getting nervous about the amount
my motor is moving especially
after the last time I saw my car on the Dyno
:o
> -----Original
Message-----
> From: Geoff Mohler
[SMTP:gemohler@www.speedtoys.com]
> Sent: Wednesday, October 03, 2001
12:04 PM
> To: Jim Berry
> Cc: Furman, Russell; 'Team 3S'
>
Subject: Re: Team3S: Lightweight Flywheels - Pros/Cons
>
> Didnt
you also have different motor mounts?
>
> On Wed, 3 Oct 2001, Jim
Berry wrote:
>
> >
> > ----- Original Message -----
> > From: Furman, Russell <
RFurman2@MassMutual.com>
>
>
> > > I am not talking about feel Jim ;)
Literally at idle my car rattles
> (the
> > > gearbox
internals from the sound)
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 08:33:12
-0700
From: "Jim Berry" <
fastmax@home.com>
Subject: Re: Team3S:
Lightweight Flywheels - Pros/Cons
The Mueiller and the clutch masters
link I sent both have the removable
friction
surface.
Jim
berry
==================================================
- ----- Original
Message -----
From: Furman, Russell <
RFurman2@MassMutual.com>
To:
'Team 3S' <
Team3S@stealth-3000gt.st>
Sent:
Wednesday, October 03, 2001 8:36 AM
Subject: RE: Team3S: Lightweight
Flywheels - Pros/Cons
> Ah I follow you now, I believe someone
mentioned earlier about a FW with a
> replaceable center section?
does anyone have a link to a manufacturer of
> one of these?
>
> > -----Original Message-----
> > From: Jim Berry
[SMTP:fastmax@home.com]
> > Sent: Wednesday, October 03, 2001 11:08
AM
> > To: Furman, Russell; 'Team 3S'
> > Subject: Re: Team3S:
Lightweight Flywheels - Pros/Cons
> >
> >
> > -----
Original Message -----
> > From: Furman, Russell <
RFurman2@MassMutual.com>
>
>
> > > I am not talking about feel Jim ;)
Literally at idle my car rattles
> > (the
> > > gearbox
internals from the sound)
> >
> >
> > That's what
I meant when I said it feels like a motorcycle --- at idle you
> >
get
> > that two cylinder rattling feel.
> >
> >
Jim berry
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 09:12:29
-0700 (PDT)
From: Geoff Mohler <
gemohler@www.speedtoys.com>
Subject:
RE: Team3S: Lightweight Flywheels - Pros/Cons
Also..to add
on:
Mueller seems to be MIA, www site goes to a dating service, the
phone
number I have is 404.
Tilton makes a great race style clutch for
us for about $1600-1700
W/flywheel.
On Wed, 3 Oct 2001, Furman,
Russell wrote:
> Not yet, I am ordering the 3Sxperts aluminum lower
engine mounts and the
> poly tranny mounts in a week or so. I am
getting nervous about the amount
> my motor is moving especially after the
last time I saw my car on the Dyno
> :o
>
> >
-----Original Message-----
> > From: Geoff Mohler
[SMTP:gemohler@www.speedtoys.com]
> > Sent: Wednesday, October 03, 2001
12:04 PM
> > To: Jim Berry
> > Cc: Furman, Russell; 'Team
3S'
> > Subject: Re: Team3S: Lightweight Flywheels - Pros/Cons
>
>
> > Didnt you also have different motor mounts?
> >
> > On Wed, 3 Oct 2001, Jim Berry wrote:
> >
> >
>
> > > ----- Original Message -----
> > > From:
Furman, Russell <
RFurman2@MassMutual.com>
>
> >
> > > > I am not talking about feel Jim
;) Literally at idle my car rattles
> > (the
> >
> > gearbox internals from the sound)
Geoff Mohler
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 17:38:03
+0200
From: Henri Le Hir <
hlehir@lucent.com>
Subject: Team3S:
Misconceptions about drivetrain losses
>>Again, RPMs are another
tangent to this discussion, one that would have
been
>>better off
leaving open till we finished the current discussion.
Why, it's the way
it is.
>>You have also *not* proven that drivetrain loss does not
increase as
>>power increases.
Just to be clear...it
__MARGINALLY__ increases...NO WAY it stays the SAME
percentage of the engine
output
>>I'm not saying that it does, but it seems feasable and
I'll leave myself
>>open to that theory till that theory is *proven*
wrong which can only be
>>done by an engine and chassis dyno session
before mods and an engine and
>>chassis dyno session after
mods.
It can be done VERY easily...
Get a 3S / TT, with a boost
controller
Warm seriously the car (to get rid as much as possible of the
Temp variable)
1st run, boost as low as possible (car should be in the
250/280 hp range)
2nd run, "high" boost (car should be in the 350/380 hp
range)
3rd run, boost as low as possible
4th run, "high" boost
5th run,
boost as low as possible
6th run, "high" boost
During each run, record
HP and HP losses.
For each run, compute % loss.
Post the curves on the
net.
Start discussion.
Henri (been there, done that....on a
Z)
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 08:42:58
-0700
From: "Jim Berry" <
fastmax@home.com>
Subject: Re: Team3S:
Twin Disk Clutch Thoughts?
I'm running the RPS stage 3 which has the
2900# flywheel and the clutch
feel is nice and light --- maybe you're
friends car has a defective clutch
booster --- book sez --- boost ratio is
1.7 to one.
I'm happy with the clutch at this point, I road race the car
but do not drag
race with it so my knowledge is limited when it comes to
holding capibility.
There are several threads around on the failures of the
RPS clutches.
Jim
Berry
====================================================
- -----
Original Message -----
From: Furman, Russell <
RFurman2@MassMutual.com>
>
Hi guys/gals, does anyone here has any first had experience with any of
the
> TD Clutches available for our cars. Weather it is the OS Giken
or the
> Mueller? I am thinking of going this route b/c I am sick of
my RPS stage 2
> and I drove last night an ACT with the 2900lb pressure
plate. Grabbed and
> held great but needed WAY too much leg strength
to work. I am only 140 lbs
> so I need something does not require
the legs of a WWF Wrestler.
>
> Russ F
> CT
***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 08:45:40
-0700
From: "Jim Berry" <
fastmax@home.com>
Subject: Re: Team3S:
Lightweight Flywheels - Pros/Cons
- ----- Original Message -----
From: Geoff Mohler <
gemohler@www.speedtoys.com>
To:
Jim Berry <
fastmax@home.com>
> Didnt you
also have different motor mounts?
>
Yes indeedy --- I mentioned
that in the earlier email. Thats why
I'm not sure how much of the rough idle
is LW flywheel and how
much is motor mounts [they were done at the same
time].
Jim
Berry
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 12:08:35
-0400
From: "Darren Schilberg" <
dschilberg@pobox.com>
Subject:
Team3S: Winter tires
Today I am expecting my shipment of four Bridgestone
Blizzak 235/45/17
tires to me for the upcoming season. I will try to
take a host of
pictures for anyone who wants to see them off and then on the
car. I'll
also get shots of the rims (first time we've seen the rims
since Merritt
slapped tires on them and sold them to me for track
events).
Any requests from people before they get fully mounted to wheels
and a
car? I'll get them weighed too but initially two tires with
some
packaging (wood and straps) weighs about 50#.
- --Flash!
1995
VR-4 getting prepped for winter driving
www.speedtoys.com/~dschilberg***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 09:38:50
-0700 (PDT)
From: Geoff Mohler <
gemohler@www.speedtoys.com>
Subject:
Re: Team3S: Lightweight Flywheels - Pros/Cons
Ya..your shudder us from
the mounts, not the flywheel. Ive had many LW
wheels before.
On
Wed, 3 Oct 2001, Jim Berry wrote:
>
> ----- Original Message
-----
> From: Geoff Mohler <
gemohler@www.speedtoys.com>
>
To: Jim Berry <
fastmax@home.com>
>
> >
Didnt you also have different motor mounts?
>
> Yes indeedy --- I
mentioned that in the earlier email. Thats why
> I'm not sure how much of
the rough idle is LW flywheel and how
> much is motor mounts [they were
done at the same time].
>
> Jim Berry
Geoff
Mohler
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 12:23:33
-0400
From: "Furman, Russell" <
RFurman2@MassMutual.com>
Subject:
RE: Team3S: Winter tires
Hey, Darren are this the stock 1G VR-4 rims? if
so are they chromed or not?
and could you weigh them and post some
numbers.
Thanks
Russell
> -----Original Message-----
>
From: Darren Schilberg [SMTP:dschilberg@pobox.com]
> Sent: Wednesday,
October 03, 2001 12:09 PM
> To: 'Team 3S'
> Subject: Team3S: Winter
tires
>
> Any requests from people before they get fully mounted to
wheels and a
> car? I'll get them weighed too but initially two
tires with some
> packaging (wood and straps) weighs about 50#.
>
> --Flash!
> 1995 VR-4 getting prepped for winter driving
>
www.speedtoys.com/~dschilberg***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 03 Oct 2001 09:14:16
-0400
From: "Steve Johnson" <
sjohnson@bnfl-ettp.com>
Subject:
Team3S: Gauge face replacement
I am looking at replacing the stock black
gauge faces with the after
market Indiglow white faces that are available.
Has anyone done this? If
so how much of a job is it to replace them?
Also,
thanks to everyone that made suggestions on my "brakeshake" The
new rotors
and pads did the trick...:)
Steve
1997 3000GTSL
Stock
w/FIPK
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 11:44:59
-0500
From: "Willis, Charles E." <
cewillis@TexasChildrensHospital.org>
Subject:
RE: Team3S: Winter tires
The official Texas weight of the 1G VR4 Chrome
Wheel Rim (less valve stems
and hubcap) is 28# and 12 oz! Of
course, it didn't have a tire mounted
either.
> -----Original
Message-----
> From: Furman, Russell
[SMTP:RFurman2@MassMutual.com]
> Sent: Wednesday, October 03, 2001 11:24
AM
> To:
'dschilberg@pobox.com'; 'Team
3S'
> Subject: RE: Team3S: Winter tires
>
> Hey, Darren are
this the stock 1G VR-4 rims? if so are they chromed or
> not?
> and
could you weigh them and post some numbers.
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 12:58:57
-0400
From: "Darren Schilberg" <
dschilberg@pobox.com>
Subject: RE:
Team3S: Winter tires
Russell,
I will certainly do
that for the list. They are wheels from a 1999
3000GT SL I believe with
three main spokes and three smaller ones
between these (the link is here and
they are the very last ones on the
page for the 1997-1999 SL,
http://www.mn3s.org/wheels.html).
I weighed
them before and got an average of three weighings on the good
bathroom
scale to read 22#.
- --Flash!
1995 VR-4
www.speedtoys.com/~dschilberg-
-----Original Message-----
From: Furman, Russell
Sent: Wednesday, October
03, 2001 12:24 PM
Hey, Darren are this the stock 1G VR-4 rims? if
so are they chromed or
not?
and could you weigh them and post some
numbers.
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 13:29:53
-0400
From: "Bonnett, Wayne A" <
WABonnett@upslogistics.com>
Subject:
Team3S: Ticking sound from engine
I noticed a ticking sound coming from
my engine a couple of days ago. From
previous messages I've read, it
seems to be a common problem that goes away
after warming up. Mine
didn't. However, driving to work this morning, I
made it magically
disappear, here's how:
Being the short tempered guy I am :), I decided to
run the car up to almost
redline in 1st, 2nd, and 3rd gear. Low and
behold, when I pulled into work,
the ticking sound was gone.
I
Went out for lunch today, and it's still quiet. Does anyone have
any
thoughts on what caused this problem, and better yet, why it went
away?
This is the first time I've heard any ticking or any "strange" noises
coming
from my car.
Thanks,
Wayne
98 3kgt Base
39k
Miles
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 10:32:29
-0700 (PDT)
From: Jeff Lucius <
stealthman92@yahoo.com>
Subject:
Re: Team3S: HKS VPC or Split Second ARC2 ??
Really?
How has this
restriction been measured? What is the amount?
Exactly how is performance
decreased because of this "restriction"?
- - or -
Exactly how is
performance increased by removing the MAS?
Thanks.
Jeff Lucius,
www.stealth316.com- ----- Original
Message -----
From: "BlackLight" <
BlackLight@Planetice.net>
To:
"'Team 3S'" <
Team3S@stealth-3000gt.st>
Sent:
Wednesday, October 03, 2001 9:37 AM
Subject: RE: Team3S: HKS VPC or Split
Second ARC2 ??
<snip>
because the VPC does not need the MASS to
work, so you can remove
it!!
Very good since it is so
restrictive!
<snip
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 13:47:02
-0400
From: "Furman, Russell" <
RFurman2@MassMutual.com>
Subject:
RE: Team3S: HKS VPC or Split Second ARC2 ??
The stock mas only has the
ability to measure enough airflow to support
approximately 500 crank HP.
Hence the larger MAS included with the ARC2. SS
also offers a larger
"big bore" MAS which I find kind of odd..... Now VPC vs
stock MAS at high HP
levels it is a restriction (not sure how much) as to
comparing VPC to
ARC2 I am not sure. I personally do not like the ARC2 b/c
of its
ability to only store one set of fuel settings, same reason I frown
upon the
VPC+GCC combo only stores one set of fuel maps (I hate having to
press more
than 1 button to change anything on the fly). I also dislike the
Apexi SAFC
for the only having one fuel map but it does look kind of sharp.
Ok I
will get down off my soap box now, and PLEASE no one take offense to
what I
have just said. All of the above was learned by spending more money
than I
care to discuss.
> -----Original Message-----
> From: Jeff Lucius
[SMTP:stealthman92@yahoo.com]
> Sent: Wednesday, October 03, 2001 1:32
PM
> To:
Team3S@stealth-3000gt.st>
Subject: Re: Team3S: HKS VPC or Split Second ARC2 ??
>
>
Really?
>
> How has this restriction been measured? What is the
amount?
>
> Exactly how is performance decreased because of this
"restriction"?
> - or -
> Exactly how is performance increased by
removing the MAS?
>
> Thanks.
>
> Jeff Lucius,
www.stealth316.com>
> -----
Original Message -----
> From: "BlackLight" <
BlackLight@Planetice.net>
>
To: "'Team 3S'" <
Team3S@stealth-3000gt.st>
>
Sent: Wednesday, October 03, 2001 9:37 AM
> Subject: RE: Team3S: HKS VPC
or Split Second ARC2 ??
>
> <snip>
> because the VPC
does not need the MASS to work, so you can remove
> it!!
> Very good
since it is so restrictive!
> <snip
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 11:08:13
-0700 (PDT)
From: Jeff Lucius <
stealthman92@yahoo.com>
Subject:
RE: Team3S: HKS VPC or Split Second ARC2 ??
I guess I need to ask the
same questions again since the post below
did not answer them. If you don't
know the answer or don't have facts
please just say so. :)
How has
this restriction (stock MAS) been measured? What is the
amount?
Exactly how is performance decreased because of this
"restriction"?
- or -
Exactly how is performance increased by
removing the MAS?
And here is a new question. Why do we need more than
one fuel "map"
in an aftermarket A/F controller?
Since your remarks
suggest that you do not appear to be familiar with
the ARC2 let me mention
that it does not store any fuel settings.
There are dials on the control unit
to adjust the A/F curve based on
air flow. These can be changed at any time
to suit the circumstances.
Finer control of the air flow "translation curve"
can be achieved
with an Apex'i S-AFC if desired (which I have not needed
after using
the ARC2 from 600' ASL to 11000+' ASL and highway cruise to
drag
racing and 360 injectors to 550 injectors).
Jeff Lucius,
www.stealth316.com- ----- Original
Message -----
From: "Furman, Russell" <
RFurman2@MassMutual.com>
To:
"'Jeff Lucius'" <
stealthman92@yahoo.com>; "'Team
3S'"
<
Team3S@stealth-3000gt.st>
Sent:
Wednesday, October 03, 2001 11:47 AM
Subject: RE: Team3S: HKS VPC or Split
Second ARC2 ??
The stock mas only has the ability to measure enough
airflow to
support approximately 500 crank HP. Hence the larger MAS
included
with the ARC2. SS also offers a larger "big bore" MAS which I
find
kind of odd..... Now VPC vs stock MAS at high HP levels it is
a
restriction (not sure how much) as to comparing VPC to ARC2 I am
not
sure. I personally do not like the ARC2 b/c of its ability to
only
store one set of fuel settings, same reason I frown upon the
VPC+GCC
combo only stores one set of fuel maps (I hate having to press
more
than 1 button to change anything on the fly). I also dislike
the
Apexi SAFC for the only having one fuel map but it does look kind
of
sharp.
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 14:27:28
-0400
From: "Furman, Russell" <
RFurman2@MassMutual.com>
Subject:
RE: Team3S: HKS VPC or Split Second ARC2 ??
Jeff I was not clear, I will
leave the restriction issue alone since I lack
the technical knowledge at
this point to properly answer it. (I will consult
my smart friends and mess
with that answer at a later date) Jeff the reason
you want more than
one fuel map is b/c ideally you are looking for a target
A/F ratio on the
street (14.7:1 I believe) on the dyno that target equates
out to roughly a
11.3-11.6:1 ratio. Well when you change your boost level
from 15 psi to say
18 you need more fuel (correct me if I am wrong) hence a
second fuel "curve"
needed to maintain that target. Then of course you use
the third fuel map for
race gas or W/A injection in witch you will probably
be running 21 psi or
more.
BTW I will have my stock MAS flow bench tested after I install my
VPC and
post the results.
See that is what I am getting at you have
Five adjustment knobs that are all
sort of interlinked (correct me if I am
wrong) as with the VPC+SFC you use
the VPC to "fatten up" your fuel curve and
then use the SAFC to remove fuel
at RPM specific points (it uses 8 reference
rpm points that you must set).
going about it this way is a lil safer in my
opinion b/c if the VPC stops
working so does the SAFC and if the SAFC stops
working you are just running
real rich.
Also if I am not mistaken the
led display you use to tune with on the ARC2
uses the stock 02 sensors output
(correct me here also) last time I checked
those O2 sensors were meant for
longevity not highend WOT accuracy. Hence
the need to dyno tune with
datalogger and high band A/F sensor.
Hey Jeff not being a wise ass either
I am just not good at communicating
what I know, btw your site is a great
reference please keep it updated.
> -----Original Message-----
>
From: Jeff Lucius [SMTP:stealthman92@yahoo.com]
> Sent: Wednesday, October
03, 2001 2:08 PM
> To:
Team3S@stealth-3000gt.st>
Subject: RE: Team3S: HKS VPC or Split Second ARC2 ??
>
> I guess I
need to ask the same questions again since the post below
> did not answer
them. If you don't know the answer or don't have facts
> please just say
so. :)
>
> How has this restriction (stock MAS) been measured? What
is the
> amount?
>
> Exactly how is performance
decreased because of this "restriction"?
> - or -
> Exactly
how is performance increased by removing the MAS?
>
> And here is a
new question. Why do we need more than one fuel "map"
> in an aftermarket
A/F controller?
>
> Since your remarks suggest that you do not
appear to be familiar with
> the ARC2 let me mention that it does not
store any fuel settings.
> There are dials on the control unit to adjust
the A/F curve based on
> air flow. These can be changed at any time to
suit the circumstances.
> Finer control of the air flow "translation
curve" can be achieved
> with an Apex'i S-AFC if desired (which I have not
needed after using
> the ARC2 from 600' ASL to 11000+' ASL and highway
cruise to drag
> racing and 360 injectors to 550 injectors).
>
> Jeff Lucius,
www.stealth316.com***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 14:45:31
-0400
From: "Darren Schilberg" <
dschilberg@pobox.com>
Subject: RE:
Team3S: Winter tires
The winter tires weigh in at Pittsburgh elevation
(900 feet above sea
level) at 25 pounds each. I wish I could describe
accurately how much
confidence I have and the tires are just sitting on the
floor. I think
the tread depth is 12/32" (9.525 mm) and reminds me of
the Rally cars.
Pictures later when I get them out of the living
room.
- --Flash!
1995 VR-4 with new Blizzak tires for winter
www.speedtoys.com/~dschilberg-
-----Original Message-----
From: Darren Schilberg
Sent: Wednesday, October
03, 2001 12:59 PM
I will certainly do that for the
list. They are wheels from a 1999
3000GT SL I believe with three main
spokes and three smaller ones
between these (the link is here and they are
the very last ones on the
page for the 1997-1999 SL,
http://www.mn3s.org/wheels.html).
I weighed
them before and got an average of three weighings on the good
bathroom
scale to read 22#.
- --Flash!
1995 VR-4
www.speedtoys.com/~dschilberg***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 11:40:10
-0700
From: "Bob Forrest" <
bf@bobforrest.com>
Subject: Re:
Team3S: Ticking sound from engine
Hey, Wayne,
Flash wrote up a
page for our website describing the problem and possible
solutions.
Some of it was much along the lines of what you experienced...
www.Team3S.com/FAQliftertick.htmGood
luck!
Forrest
- ----- snip -----
> Being the short tempered
guy I am :), I decided to run the car up to
almost redline in 1st, 2nd, and
3rd gear. Low and behold, when I pulled
into work, the ticking sound
was gone.
> I Went out for lunch today, and it's still quiet. Does
anyone have any
thoughts on what caused this problem, and better yet, why it
went away? This
is the first time I've heard any ticking or any "strange"
noises coming from
my car.
> Thanks,
> Wayne
***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 14:49:00
-0400
From: "Darren Schilberg" <
dschilberg@pobox.com>
Subject: RE:
Team3S: Ticking sound from engine
That is the infamous lifter tick which
has been called and mis-diagnosed
by many people. They aren't lifters I
think but valve tappets but then
again I might have read it
wrong.
Small little tiny air bubbles might get in there and not let oil
hit
every spot then you have an air pocket. Revving up high gets all
those
air bubbles compressed real small so by chance the oil forces it
out
and, voila, no more tick.
Also check the oil level. I found
that when I was a quart low the
ticking would start. I put in a quart
and perfect silence with only the
low rumble of the exhaust.
But why
do you need an excuse to rev high and drive aggressively to
work. Just
think in your head that it is ticking every time you start
up.
<grin>
- --Flash!
1995 VR-4
www.speedtoys.com/~dschilberg-
-----Original Message-----
From: Bonnett, Wayne A
Sent: Wednesday, October
03, 2001 1:30 PM
I noticed a ticking sound coming from my engine a
couple of days ago.
From
previous messages I've read, it seems to be a
common problem that goes
away
after warming up. Mine didn't.
However, driving to work this morning,
I
made it magically disappear,
here's how:
Being the short tempered guy I am :), I decided to run the
car up to
almost
redline in 1st, 2nd, and 3rd gear. Low and behold,
when I pulled into
work,
the ticking sound was gone.
I Went
out for lunch today, and it's still quiet. Does anyone have
any
thoughts on what caused this problem, and better yet, why it went
away?
This is the first time I've heard any ticking or any "strange"
noises
coming
from my car.
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 12:11:05
-0700 (PDT)
From: Jeff Lucius <
stealthman92@yahoo.com>
Subject:
RE: Team3S: HKS VPC or Split Second ARC2 ??
Russell,
The
statements in your post below indicate that you may have a
fundamental
misunderstanding of how the VPC and ARC2 work and what
the "fuel curves" are
inside the ECM.
First, though the ARC2 and VPC measure airflow in very
different
ways, their functionality is the same. What both devices do
is
replace 1) the stock MAS air flow signal (reported in hertz or
square
wave (voltage) counts per second) with a "translated" signal,
2)
replace the stock MAS air temp signal with a signal of constant
voltage
(constant temp), and 3 replace the stock MAS barometric
signal with a signal
of constant voltage (constant baro). Most
significant here is #1 - the
translated airflow signal allows the use
of larger than stock injectors and
allows the operator some control
over the richness of open-loop
operation.
Neither of these devices construct "fuel curves". Neither of
these
devices know what RPM is in order to determine the air flow
signal
sent to the ECM (caveat: the VPC must know RPM because it is a
speed
density system that uses plenum air temp and pressure and
predicted
flow rates based on programmed volumetric efficiencies at
different
RPM).
Sidebar: you folks with a VPC can use its MAP sensor
as input into
TMO 1.16.03 software to log boost.
The *ECM* determines
the amount of fuel to inject (injector on time
or pulse width) based on air
flow and many other signals - see the
Stealth TIM and Laser/Talon TIM for
details. All the VPC or ARC2 can
do is change input signal for air flow into
the ECM. They do not
control the injectors.
The ECM operates in two
modes - open loop and closed loop. In closed
loop mode the ECM strives for a
14.7 A/F based on O2 sensor feedback.
In open loop mode the ECM uses its
inputs signals and internal
pre-programmed maps to set injector pulse width
and spark timing.
The O2 sensors are not used by the ECM for WOT
performance. The ARC2
*user* uses the O2 sensor monitors (I have two) to tell
when the ECM
is in open or closed loop mode. The O2 sensor monitors also tell
the
operator *roughly* how rich the engine is. EGT gauges assist in
the
adjustment of the ARC2. I have never used a VPC, but I imagine if
the
factory-programmed air flow translation signals are not optimal for
a
particular engine, then the use of O2 sensor monitors and EGT
gauges
would be useful also for adjustment of the VPC. The VPC has
no
knowledge about the actual A/F, nor does the ARC2.
Sidebar: My O2
sensor monitors show the back cylinder bank are
"richer" about 95% of the
time in open loop operation. They go richer
first and stay richer longer. An
ECM manipulation?
When boost is changed from 15 psi to 18 psi or 21 psi
in open-loop
mode, the ECM "sees" more air flow and adjusts the fuel
delivery
accordingly. No second fuel map is needed. And of course no fuel
map
is used for closed-loop operation. The ARC2 and VPC do not need
to
know about boost levels (again with the caveat that the VPC knows
MAP
to set the air flow translation curve). No "third" map is needed
for
race gas. All race gas can do is change octane levels, which do
imply
a change in combustion velocity. The change in octane level
may
affect detonation, which in turn may allow more timing advance.
I
won't even get into the kluginess (is that a word?) of RPM-based
fuel
adjustment. Fuel delivery is best determined and adjusted based
on air flow.
Increasing the boost basically represents an increase in
air mass flow, hence
the beauty of air flow based fuel delivery. If
someone was foolish enough to
have an air flow translator based
solely on RPM and try to run high boost
levels, they probably would
need some sort of "map" to fix fuel delivery,
else risk disaster. The
fuel adjustment is "automatic" for ARC2 and VPC
users.
I would be very interested in seeing the results of the flow
tests
for the stock MAS. Also of interest would be flow tests for the
stock
intake hoses (and an ARC2 MAS if available).
Jeff Lucius,
www.stealth316.com- ----- Original
Message -----
From: "Furman, Russell" <
RFurman2@MassMutual.com>
To:
"'Team 3S'" <
Team3S@stealth-3000gt.st>
Sent:
Wednesday, October 03, 2001 12:27 PM
Subject: RE: Team3S: HKS VPC or Split
Second ARC2 ??
Jeff I was not clear, I will leave the restriction
issue alone since
I lack the technical knowledge at this point to properly
answer it.
(I will consult my smart friends and mess with that answer at a
later
date) Jeff the reason you want more than one fuel map is b/c
ideally
you are looking for a target A/F ratio on the street (14.7:1
I
believe) on the dyno that target equates out to roughly a
11.3-11.6:1
ratio. Well when you change your boost level from 15 psi to say
18
you need more fuel (correct me if I am wrong) hence a second
fuel
"curve" needed to maintain that target. Then of course you use
the
third fuel map for race gas or W/A injection in witch you
will
probably be running 21 psi or more.
BTW I will have my stock MAS
flow bench tested after I install my VPC
and post the results.
See
that is what I am getting at you have Five adjustment knobs that
are all sort
of interlinked (correct me if I am wrong) as with the
VPC+SFC you use the VPC
to "fatten up" your fuel curve and then use
the SAFC to remove fuel at RPM
specific points (it uses 8 reference
rpm points that you must set). going
about it this way is a lil safer
in my opinion b/c if the VPC stops working
so does the SAFC and if
the SAFC stops working you are just running real
rich.
Also if I am not mistaken the led display you use to tune with on
the
ARC2 uses the stock 02 sensors output (correct me here also) last
time
I checked those O2 sensors were meant for longevity not highend
WOT accuracy.
Hence the need to dyno tune with datalogger and high
band A/F
sensor.
Hey Jeff not being a wise ass either I am just not good
at
communicating what I know, btw your site is a great reference
please
keep it updated.
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 14:18:07
-0500
From: "Jannusch, Matt" <
mjannusch@marketwatch.com>
Subject:
RE: Team3S: HKS VPC or Split Second ARC2 ??
> No "third" map is needed
for race gas. All race gas can
> do is change octane levels, which do
imply a change in
> combustion velocity. The change in octane level
may
> affect detonation, which in turn may allow more timing
>
advance.
Actually you can get more power out of race fuel by running
leaner since its
detonation threshold is higher (ie: not using as much fuel
to "cool" the
cylinder), so a second calibration would be a nice feature (as
long as you
are monitoring knock somehow).
- -Matt
'95 3000GT
Spyder VR4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 12:29:37
-0700 (PDT)
From: Jeff Lucius <
stealthman92@yahoo.com>
Subject:
RE: Team3S: HKS VPC or Split Second ARC2 ??
True, Matt. And that is
exactly what the knobs are for on the ARC2,
to change the translated air flow
signal to modify the fuel delivery
by the ECM. BUT, as some have mentioned,
the adjustment needed might
be less than what one click of the dial can do.
Because of the
interaction between the ARC2 "Mid" and "High" controls, it
would be
great if we had a graphical tool to see how the signal
changes.
Jeff Lucius,
www.stealth316.com- --- "Jannusch,
Matt" <
mjannusch@marketwatch.com>
wrote:
> > No "third" map is needed for race gas. All race gas
can
> > do is change octane levels, which do imply a change in
>
> combustion velocity. The change in octane level may
> > affect
detonation, which in turn may allow more timing
> > advance.
>
> Actually you can get more power out of race fuel by running
leaner
> since its
> detonation threshold is higher (ie: not using
as much fuel to
> "cool" the
> cylinder), so a second calibration
would be a nice feature (as long
> as you
> are monitoring knock
somehow).
>
> -Matt
> '95 3000GT Spyder VR4
***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 12:32:58
-0700
From: "BlackLight" <
BlackLight@Planetice.net>
Subject:
RE: Team3S: HKS VPC or Split Second ARC2 ??
Well the best way I can
answer those questions is that it's better
because the guy trying to sell it
to me says so :) But upon reflection I
think that it is more of a potential
issue. The stock MASS is perfectly
fine for most applications, in fact I have
decided to keep it for my
project. However, for those with much bigger
projects than I plan on
(20PSI with 15G's or so) for instance, 368 + turbos
over 24 PSI, I would
want the greatest potential air flow I can get.
Again, I have no proof of anything, just people wanting me to
give
them their money :)
Matt Nelson
1994 RT TT
Computer Sales
Consultant
Gateway Computers, Salem OR
Work Phone 503-587-7113
BlackLight@Planetice.Netwww.BlackLight.5u.com-
-----Original Message-----
From:
owner-team3s@team3s.com
[mailto:owner-team3s@team3s.com] On Behalf
Of Jeff Lucius
Sent: Wednesday,
October 03, 2001 11:08 AM
To:
Team3S@stealth-3000gt.stSubject:
RE: Team3S: HKS VPC or Split Second ARC2 ??
I guess I need to ask the
same questions again since the post below did
not answer them. If you don't
know the answer or don't have facts please
just say so. :)
How has
this restriction (stock MAS) been measured? What is the amount?
Exactly how is performance decreased because of this
"restriction"?
- or -
Exactly how is performance increased by
removing the MAS?
And here is a new question. Why do we need more than
one fuel "map" in
an aftermarket A/F controller?
Since your remarks
suggest that you do not appear to be familiar with
the ARC2 let me mention
that it does not store any fuel settings. There
are dials on the control unit
to adjust the A/F curve based on air flow.
These can be changed at any time
to suit the circumstances. Finer
control of the air flow "translation curve"
can be achieved with an
Apex'i S-AFC if desired (which I have not needed
after using the ARC2
from 600' ASL to 11000+' ASL and highway cruise to drag
racing and 360
injectors to 550 injectors).
Jeff Lucius,
www.stealth316.com- ----- Original
Message -----
From: "Furman, Russell" <
RFurman2@MassMutual.com>
To:
"'Jeff Lucius'" <
stealthman92@yahoo.com>; "'Team
3S'"
<
Team3S@stealth-3000gt.st>
Sent:
Wednesday, October 03, 2001 11:47 AM
Subject: RE: Team3S: HKS VPC or Split
Second ARC2 ??
The stock mas only has the ability to measure enough
airflow to support
approximately 500 crank HP. Hence the larger MAS included
with the ARC2.
SS also offers a larger "big bore" MAS which I find kind of
odd..... Now
VPC vs stock MAS at high HP levels it is a restriction (not sure
how
much) as to comparing VPC to ARC2 I am not sure. I personally
do not
like the ARC2 b/c of its ability to only store one set of fuel
settings,
same reason I frown upon the VPC+GCC combo only stores one set of
fuel
maps (I hate having to press more than 1 button to change anything
on
the fly). I also dislike the Apexi SAFC for the only having one fuel
map
but it does look kind of sharp.
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 14:37:11
-0500
From: "Jannusch, Matt" <
mjannusch@marketwatch.com>
Subject:
RE: Team3S: HKS VPC or Split Second ARC2 ??
> True, Matt. And that is
exactly what the knobs are for on the ARC2,
> to change the translated air
flow signal to modify the fuel delivery
> by the ECM. BUT, as some have
mentioned, the adjustment needed might
> be less than what one click of
the dial can do. Because of the
> interaction between the ARC2 "Mid" and
"High" controls, it would be
> great if we had a graphical tool to see how
the signal changes.
Agreed... I could never get my ARC-2 dialed in
quite right though, and
eventually gave up on it. I just wasn't smart
enough to comprehend how all
the curves in there overlaid and how it affected
my stock ECU (and its
associated trim values) and such. It seemed like
it was always close, but
not quite. I'm kinda overly picky though, so
that might've had something to
do with it too.
- -Matt
'95 3000GT
Spyder VR4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 16:49:00
-0400
From: "Furman, Russell" <
RFurman2@MassMutual.com>
Subject:
RE: Team3S: HKS VPC or Split Second ARC2 ??
See this was one of my points
(and yes Jeff you were right and said EXACTLY
what I was trying to say) my
whole point is on a bigger injectors + turbos
set up with the VPC+SFC set up
allows for a finer tuning of the signal going
to the ECU and hence finer
tuning of the fuel delivery. And as for that
whole restriction thing I will
not yet admit I am wrong (I am a stubborn
portugue) and eventually with
either prove or disprove my point. Matt made
a very good point about
being able to run leaner on race gas.
I still have a hard time
believing that at 15psi boost 357 Mags needs the
same amount of fuel as
at 18 psi, I also find it difficult to believe the
factory ECU can
adequately compensate for that much of difference even with
very detailed
tuning. It doesn't follow logic/reason.... but hey what do I
know
>
-----Original Message-----
> From: Jeff Lucius
[SMTP:stealthman92@yahoo.com]
> Sent: Wednesday, October 03, 2001 3:30
PM
> To: Team3S
> Subject: RE: Team3S: HKS VPC or Split Second ARC2
??
>
> True, Matt. And that is exactly what the knobs are for on
the ARC2,
> to change the translated air flow signal to modify the fuel
delivery
> by the ECM. BUT, as some have mentioned, the adjustment needed
might
> be less than what one click of the dial can do. Because of
the
> interaction between the ARC2 "Mid" and "High" controls, it would
be
> great if we had a graphical tool to see how the signal
changes.
>
> Jeff Lucius,
www.stealth316.com>
> ---
"Jannusch, Matt" <
mjannusch@marketwatch.com>
wrote:
> > > No "third" map is needed for race gas. All race gas
can
> > > do is change octane levels, which do imply a change
in
> > > combustion velocity. The change in octane level may
>
> > affect detonation, which in turn may allow more timing
> >
> advance.
> >
> > Actually you can get more power out of
race fuel by running leaner
> > since its
> > detonation
threshold is higher (ie: not using as much fuel to
> > "cool"
the
> > cylinder), so a second calibration would be a nice feature (as
long
> > as you
> > are monitoring knock somehow).
>
>
> > -Matt
> > '95 3000GT Spyder VR4
> >
> > *** Info:
http://www.Team3S.com/Rules.htm
***
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 03 Oct 2001 17:42:10
-0400
From: Ken Stanton <
tt007ken@yahoo.com>
Subject: Team3S:
Jack T still here?
Anyone heard from Jack T
lately?
Ken
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 17:58:13
-0500
From: "Jannusch, Matt" <
mjannusch@marketwatch.com>
Subject:
RE: Team3S: HKS VPC or Split Second ARC2 ??
> I still have a hard time
believing that at 15psi boost 357
> Mags needs the same amount of
fuel as at 18 psi, I also find
> it difficult to believe the factory ECU
can adequately
> compensate for that much of difference even with
very
> detailed tuning. It doesn't follow logic/reason.... but
> hey
what do I know
Nodoby said that more fuel isn't required with higher
boost. What was said
is that the airflow signal offset will be the
same, so no adjustments should
be necessary to compensate for additional
boost as long as there is no other
requirement for a richer mixture (ie:
needing a higher ratio of fuel to
supress detonation, for
instance).
Let's say that at 15 psi the airmeter measures "10"
airflow. Instead of
360cc injectors you've installed 720cc
injectors. You set your "fuel
control" device (whether ARC-2, VPC,
S-AFC, whatever) to essentially output
an airflow signal to the stock ecu
that is 50% lower than what the airflow
meter is saying to make your fuel
output the same as before.
Your fuel controller device outputs "5"
airflow and the stock ECU injects
what it thinks is "5" fuel, but since your
injectors are twice as large the
real amount of fuel injected is enough for
"10" airflow.
You increase the boost to 20 psi. The airflow meter
now measures "13"
airflow (or some number like that). The correct
answer to send to the stock
ECU is "6.5" so your 50% offset on the fuel
controller is STILL the correct
offset to deliver the correct "13" amount of
fuel (all other factors being
equal).
That's why Jeff said that a
second curve for more boost isn't necessary -
the same curve should work for
any boost level if you are trying to get the
same air/fuel ratio (or at a
minimum be very close if your airflow meter is
accurate).
-
-Matt
'95 3000GT Spyder VR4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 3 Oct 2001 18:22:35
-0500
From: "xwing" <
xwing@wi.rr.com>
Subject: Team3S: I'm
here
I'm here, just quiet and have 539 messages to go through from last
days etc!
Jack :)
-
---------------------------------
Original message:
Anyone heard from
Jack T lately?
Ken Stanton
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 4 Oct 2001 00:09:36
+0200
From: "Roger Gerl" <
roger.gerl@bluewin.ch>
Subject:
Re: Team3S: HKS VPC or Split Second ARC2 ??
I once had an SFC off a Supra
and there was no way to deliver the same
signal our ECU needs. Also the
japanese applications list did not show the
Mitsu ECUs :(
I once had
the VPC on my car, test-installed ... I finally hated the hassle
of butting
anoother boost sensing device onto the plenum as well as the temp
sensor.
Finally I gave up because it never runned well even with the GCC II
(that
mades the system rpm-specific) and I hate the fact that I have to buy
other
EPROMS when I change something larger like IC, Turbos, Injectors. Also
it is
seldom that a VPC does run well with 720cc injectors. In fact it was
reported
that the program even depends on what injectors used.
I went with one of
the first ARC2 although I was agaisnt it at first. I
runned it with stock
360cc for about 5 months just to learn how the four
knobs work together. I
then installed 720cc injectors and adjusted only 2
knobs and the car runned
well. Fortunately, I used a TMO Datalogger for
tuning it in. How I did and
the logs can be seen on my page
www.rtec.ch(Fuel System).
It was
somewhat easy to tune, as the MID button represents the
airflow
characteristic and therefore only must be adjusted when anything
was
installed or changed that changed this characteristic (mostly turbos
and
headwork but maybe also headers or removing the precats, dunno for
sure).
Also I did not touch the ACCEL button as the double the size injectors
only
affected LOW (to set the idle and linearity) as well as HIGH (to
supplythe
rigth amount of fuel at the high flow).
The downside of the
ARC is the relatively rough tuning range on each click.
This is better with
the latest generation but I haven't upgraded mine yet.
Since I made heavy
headwork the idle became problematic when cold. I do have
to adjust the LOW
setting be able to start the car and then readjust it back
after a minute or
so to prevent overrich situation. I'm positive the new gen
will solve this
but we will see :)
Adding a Field FC (if one can get it to work in our
cars) with three fuel
settings is not a bad idea but in fact what is it
needed for as when I run
18psi, I'd like to have the best performance as well
as on 23 psi or 15 psi.
With the ARC or VPC and maybe a fine-tuning tool I
can get this too.
Roger
93'3000GT TT
www.rtec.ch*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 04 Oct 2001 13:00:34
+1000
From: Michael Korsinczky <
m.korsinczky@mailbox.uq.edu.au>
Subject:
Team3S: Finish off the GTO
Hey All
I'm selling my 450 hp (at the
rear wheels) supra (10.5 sec quarter mile)
and want to finish off my GTO
project.
It has polished and ported heads, metal head gaskets, an
upgraded
clutch, 18 inch volk racing rims, lowered springs and an HKS
exhaust
system.
What is the maximum hp (flywheel) that I can extract
from the standard
turbos? What psi boost is this at?
What boost can
my engine withstand?
Can anyone recommend some aftermarket turbos?
What hp will this give
me? How much hp can the drivetrain/gearbox /diffs
withstand?
Does anyone run coilovers? Does this make it more
nimble?
What is the best boost controller to use?
Does anyone use
aftermarket internals and if so what are they and what
boost can they
take?
Are different cams necessary?
I love 4wd and the look of the
GTO so your input to help me obtain the
power to get a similar quarter mile
time to my supra would be
great!!!
Thanks
Michael
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
End of Team3S: 3000GT &
Stealth V1
#635
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