Team3S: 3000GT & Stealth Thursday, January 10 2002
Volume 01 : Number
722
----------------------------------------------------------------------
Date:
Wed, 9 Jan 2002 21:40:01 -0500
From: "Gil Gomes" <
gil@3kgt.com>
Subject: Team3S: Akimoto
Vacuum Hoses
This might be a stupid question... but I was installing a
set of red Akimoto
vacuum lines on my car tonight and noted that the I.D. of
the vacuum lines
are MUCH smaller than the stock lines. Should this be
a concern? Or do
I just worry too much?
Thanx...
-
-G
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 9 Jan 2002 22:00:52
-0600
From: "Todd D.Shelton" <
tds@brightok.net>
Subject: Re: Team3S:
RE: Now -> Aftermarket ECU ... was -> GT-Pro Split Second Intake/ Fuel
Comuter
- -----Original Message-----
From: Jannusch, Matt <
mjannusch@marketwatch.com>
To:
'aa2345@wayne.edu' <
aa2345@wayne.edu>
Cc:
Team3S@stealth-3000gt.st <
Team3S@stealth-3000gt.st>
Date:
Wednesday, January 09, 2002 12:32 PM
Subject: RE: Team3S: RE: Now ->
Aftermarket ECU ... was -> GT-Pro Split
Second Intake/ Fuel
Comuter
>
>I'll probably start with piggyback to figure out
how the car reacts and
once
>I'm satisfied that everything is working
right and I have some baselines to
>go from then try the standalone mode
to increase the rev limit to maybe
>7500-7800 RPM. The whole
rotating assembly on my motor is balanced now, so
>I should be able to go
higher with relative safety. If the Knock Alert
>works well, then I
might try setting the standalone to engage as low as
4000
>RPM and
WOT.
Matt - are you taking steps to maximize hp/torque above 7000
rpm?
Cams/cam gears etc? Just curious since generally our torque
curve
starts taking a dive around 6500 or so. 1st/2nd gear not so bad
but
after that .....
>
>It'll take some experimenting,
but I'll share my results with the List.
Please share. I would like
to have more info about the world
above 7K rpm! [Also the PMS and other
mods]
- - tds
http://www.brightok.net/~tds***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 9 Jan 2002 22:06:26
-0600
From: "Todd D.Shelton" <
tds@brightok.net>
Subject: Re: Team3S:
Aftermarket ECU
- -----Original Message-----
From: Jeff Lucius <
stealthman92@yahoo.com>
To:
team3S@stealth-3000gt.st <
team3S@stealth-3000gt.st>
Date:
Wednesday, January 09, 2002 1:03 PM
Subject: RE: Team3S: Aftermarket ECU
>The latest version of TMO software includes boost pressure
logging.
>
-
--------------------------------------------------------------
If I
remember correctly you have to add an additional sensor?
(maybe that was for
EGT?) Have you tried either of these?
If so - how did it go and what
sensors, connection location etc?
Thanks,
Todd
http://www.brightok.net/~tds***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 9 Jan 2002 22:18:41
-0600
From: "Todd D.Shelton" <
tds@brightok.net>
Subject: Re: Team3S:
New Mitsu announced last week....
- -----Original Message-----
From:
Jamie Marzonie <
jsmarzonie@hotmail.com>
To:
Team3S@stealth-3000gt.st <
Team3S@stealth-3000gt.st>
Date:
Wednesday, January 09, 2002 1:04 PM
Subject: Team3S: New Mitsu announced last
week....
>in January 2003... the 300GT will officially be a waste
of money!
>
>US Model Lancer Evolution will hit showrooms in January
2003. With over
>250hp stock, and 100's of pounds lighter than a
3000GT (not to mention
>betterhandling, cheaper available modifications,
and ease to work on).
>
>This of course does mean that STi will have
a WRX Scooby on the way as
well!
> On top of it all...
Dodge announces the Neon SRT-4... I really need more
>money for
2003!!
-
----------------------------------------------------------------------------
-
-----------------------
Sport Compact recently had an extensive writeup
on ver VI and version VII
showing the differences and feautures. Seems
nice enough - light, nimble
and sedanish. I'm not seeing the
"threat". Maybe if you pour enough mods
into one it would be fun but it
would still not be an S/3K. My motorbuilder
has
cash in hand and
will probably be the first one in the Dallas area to own
one.
I figure
maybe 1 hour after leaving the showroom floor he will be modding
it.
:)
His computer guy got "access" to a Japanese site and found out we (the
US)
still aren't getting everything the Japanese market is on this car
.....
I'm sure he'll "make up" for it.
- -tds
http://www.brightok.net/~tds***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 9 Jan 2002 22:21:44
-0600
From: "Todd D.Shelton" <
tds@brightok.net>
Subject: Re: Team3S:
New Mitsu announced last week....
- -----Original Message-----
From:
Jannusch, Matt <
mjannusch@marketwatch.com>
To:
Team3S@stealth-3000gt.st <
Team3S@stealth-3000gt.st>
Date:
Wednesday, January 09, 2002 1:20 PM
Subject: RE: Team3S: New Mitsu announced
last week....
>
>I'll wait for the next-generation
3000GT. Rumored to be a 450HP twin turbo
>V8 and AWD.
Oh my
gosh! Just think what we could do with that ......
hehe .... Any
rumor on displacement and drivetrain?
Move over Lotus!
- -
tds
http://www.brightok.net/~tds***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 9 Jan 2002 22:31:46
-0600
From: "Todd D.Shelton" <
tds@brightok.net>
Subject: Re: Team3S:
RE: Now -> Aftermarket ECU ... was -> GT-Pro Split Se cond Intake/Fuel
Comuter
- -----Original Message-----
From: Jamie Marzonie <
jsmarzonie@hotmail.com>
To:
Team3S@stealth-3000gt.st <
Team3S@stealth-3000gt.st>
Date:
Wednesday, January 09, 2002 2:50 PM
Subject: RE: Team3S: RE: Now ->
Aftermarket ECU ... was -> GT-Pro Split Se
cond Intake/Fuel
Comuter
>The Motec units are very user friendly, just make a
wireing harness adaptor
>and you're good to go. Program the ECU and
then test it.. if you don't
like
>it and want to play around more, you
can real time it, or throw the stock
>back in while you change the
variables at your own time.
>
"Play around" would be the key phrase
here.
I don't know about the Motec on S/3Ks but my motorbuilder uses
one
one his DSM (Talon) It didn't look like much fun watching
him
drive/stumble up to the shop one cool/colder morning and watch
him
load map after map from a laptop in an attempt just to get his car
to
idle ...... He left the Haltec for this?! I guess if you have a lot
of
extra
time to "play around" each time the ambient temp changes from
the
last time you "played around" it wouldn't be so bad?
- -
tds
http://www.brightok.net/~tds***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 9 Jan 2002 22:40:14
-0600
From: "Todd D.Shelton" <
tds@brightok.net>
Subject: Fw: Team3S:
Akimoto Vacuum Hoses
- -----Original Message-----
From: Todd D.Shelton
<
tds@brightok.net>
To: Gil Gomes
<
gil@3kgt.com>
Date: Wednesday,
January 09, 2002 10:39 PM
Subject: Re: Team3S: Akimoto Vacuum
Hoses
>-----Original Message-----
>From: Gil Gomes <
gil@3kgt.com>
>To:
Team3S@stealth-3000gt.st <
Team3S@stealth-3000gt.st>
>Date:
Wednesday, January 09, 2002 8:47 PM
>Subject: Team3S: Akimoto Vacuum
Hoses
>
>
>>
>>This might be a stupid question...
but I was installing a set of red
>Akimoto
>>vacuum lines on my
car tonight and noted that the I.D. of the vacuum lines
>>are MUCH
smaller than the stock lines. Should this be a concern? Or
do
>>I just worry too
much?
>>
>>Thanx...
>>-G
>
>I wouldn't
think so as long as they aren't significantly smaller on
>the larger vac
lines? Were you able to buy the Akimoto brand
>hoses in a
single size only or did you have to buy a "variety pack"
>of different
sizes. If so - where and what was the largest size they
>have?
(The thick walls are a must with high vac
applications)
>
>Thanks,
>
>tds
>
>http://www.brightok.net/~tds
>
>
>
***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 9 Jan 2002 22:44:37
-0600
From: "Todd D.Shelton" <
tds@brightok.net>
Subject: Re: Team3S:
Sell it or keep it?
- -----Original Message-----
From: Mike <
mike21b@dejazzd.com>
To: 3sTeam3S
<
team3s@stealth-3000gt.st>
Date:
Monday, January 07, 2002 9:33 PM
Subject: Team3S: Sell it or keep
it?
>(My first post here)
>
>A few years ago, I bought
my 92 RT/TT. Searching for a car that I'd
>usually be alone in, I
was actually looking at the AWD Diamond Star
>triplets and fell in love
with the Stealth after driving
it.
>
>http://home.dejazzd.com/mike21b/Pictures.htm
>
>Whoever
had it before me thrashed it thoroughly, all 4 wheels were bent
>and the
tires had been patched so many times they looked like they
>should be on
the Beverly Hillbillies' truck.
>
>So, I rounded up a set of 97 VR4
wheels and added Michelin XGT-Z4s (***
>where the heck can you find these
for $125 each??? ***) and the rest has
>been smooth sailing
since.
>
>I never regretted getting the car. Now, 100,000 miles
later (155k on the
>car) I need to decide whether to keep or get rid of
it. I rarely drive
>it but love it anyway. My daily driver is a 97 Taurus
SHO.
>
>The Stealth needs:
>
>--- New tranny and
transfer case
>
>--- 18" VR4 wheels rebuilt (except that I only have
3 that are
>rebuildable)
>(Note to all: Don't drive car with 40
series tires after dark in PA from
>February to March. Potholes move
around at that time of year!!)
>
>--- Front end work - probably
struts, bearings, and steering components.
>It knocks and jiggles around
on highway bumps.
>
>I know the approximate cost of the above, but
finding VR4 Chrome wheels
>is next to impossible and Kormex is the only
transmission shop that I
>know. I'll probably be taking a $4000 car and
putting $5000 into it.
>Appearance wise, the car is in great
condition.
>
>Looking for suggestions from anyone on this
list.
>
>Mike
>
You could try a used tranny and buy
some Enkei RP
wheels which are lighter and only a little over $200
each.
Don't put the old girl out of her misery! Some kid
will
probably wrap it around a tree ....
- - tds
http://www.brightok.net/~tds***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 9 Jan 2002 23:06:01
-0600
From: "xwing" <
xwing@wi.rr.com>
Subject: Team3S:
Autronic Computer Problems
The Autronic computer does not work on 3S cars
EASILY.
My friend bought one, was told he'd have ALL the EXACT instructions
on how
to wire it to a 3000VR4; and a baseline program to start the car and
start
tuning.
He got an Autronic with GENERIC instructions, NOTHING
specific to 3000GT's;
and a startup program from a Mitsu Montero V6 NONturbo
that uses a different
cam/crank sensor setup! So, it does NOT
understand where the crankshaft is!
Suffice to say, the car has been
sitting NOT running for a couple of months
now. We did get a backfire
once. Joy.
There is a member of 3S community now with the "plug n
play" Autronic, who
says he has some "spark problem" that I suspect is the
same as my
friend's...that the Autronic is not TRULY set up to "read" the
stock
sensors, specifically the 4-bladed CAM ANGLE and 3-bladed CRANK
ANGLE
SENSORS...so computer is not "synchronized" with the crank/which
cylinder is
at top dead center firing. I bet Mikael changed his cam
angle sensor to 1
blade, for instance; but there certainly are NO such
instructions from
Autronic's USA distributor in Kentucky. A very nice
guy, but he oversold
how much experience they had with OUR cars.
This
"minor detail" is why I've never jumped in on getting an aftermarket
computer
that I like the features of (I am not big on Haltech, TECII for
various
reasons. They can make good horsepower, but not do some things I
might
want.)
Jack T.
From: "Mihai Raicu" <
mraicu@wayne.edu>
> Another
alternative to an aftermarket ECU is the Autronics SM2 ECU.
> This was
developed by Ray Hall from Australia.
> (
http://www.turbofast.com.au/autronic/sm2ecu.html)
>
Mikael Kenson has this installed on his car. I haven't seen a post
from
> him in a long time. Maybe he can let us know how it
works. I just sent
> an e-mail to Ray Hall about the knock
functionality on the SM2. I'll
> let you know what he
says.
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 9 Jan 2002 23:20:11
-0600
From: "Jannusch, Matt" <
mjannusch@marketwatch.com>
Subject:
RE: Team3S: RE: Now -> Aftermarket ECU ... was -> GT-Pro Split Se cond
Intake/ Fuel Comuter
> Matt - are you taking steps to maximize
hp/torque above 7000
> rpm? Cams/cam gears etc? Just curious since
generally our
> torque curve starts taking a dive around 6500 or
so.
> 1st/2nd gear not so bad but after that .....
My car was still
pulling strong to redline before I blew it up, so really it
depends on how it
reacts once I get it all put back together. I'm not
necessarily looking
to dragrace it more than a couple more times (mostly to
just set a new Spyder
record) and then quit and let it be a really quick
summer daily
driver.
- -Matt
'95 3000GT Spyder VR4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 9 Jan 2002 23:25:46
-0600
From: "Jannusch, Matt" <
mjannusch@marketwatch.com>
Subject:
RE: Team3S: RE: Now -> Aftermarket ECU ... was -> GT-Pro Split Se cond
Intake/Fuel Comuter
>> The Motec units are very user friendly, just
make a wireing harness
>> adaptor and you're good to go. Program
the ECU and then test it.. if
>> you don't like it and want to play
around more, you can real time
>> it, or throw the stock back in while
you change the variables at
>> your own time.
> "Play around"
would be the key phrase here.
> I don't know about the Motec on S/3Ks but
my motorbuilder uses
> one one his DSM (Talon) It didn't look like
much fun watching
> him drive/stumble up to the shop one cool/colder
morning and
> watch him load map after map from a laptop in an attempt
just
> to get his car to idle ...... He left the Haltec for this?!
>
I guess if you have a lot of extra time to "play around" each
> time the
ambient temp changes from the last time you "played
> around" it wouldn't
be so bad?
Not trying to be mean to Jamie (well, maybe a little), but
I'll trust the
opinions/experiences of someone who actually has one and uses
it over
someone who is considering maybe using it on a completely different
car than
ours. That's good information, Todd.
I'd heard similar
things about the Motec before (maybe from Jack?) and it
sounds like some of
those issues might still be around.
I still don't feel bad about spending
$1500 on the PMS. I may feel
differently after I use it for a while,
but at least it is custom-made for
the 3/S so it has a better chance of doing
what I need with a minimum of
hassle.
- -Matt
'95 3000GT Spyder
VR4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: 10 Jan 2002 04:54:51
-0800
From: John Monnin <
jkmonnin@altavista.com>
Subject:
Team3S: CAS repalcement
Date: Wed, 9 Jan 2002 17:19:19 -0800 (PST)
From: jim dewbre <
ltjdew@athlonoc.com>
Jim
Dewbre:
That dealer don't know sh!t. He is looking at instructions
to repalce a 2nd genreration crank angle sensor on the crankshaft, your car is a
1st gen with CAS on the head.
The Crank angle sensor replacement on a 1st
gen is a 1/2 hour job at most. It is the small can bolted to the passenger
side of the rear head.
In the picture below it is the CAN under the left
clip that holds 3 spark plug wires together.
http://community.webshots.com/storage/1/v3/1/49/81/24214981iZXKzBsdrE_ph.jpgInstructions
to replace:
Remove boost hose ,you know the one that blows off at high
boost levels.
Unbolt the CAS front the rear head, carefully remove CAS,
make a note of which way the notch in the camshaft goes into the CAS, Make sure
you line the new CAS the same way.
Bolt on the new CAS just tight enough
so you can barely adjust it. Don't worry about timing yet, the car will start
with timing completly off(I know from experience), just don't drive it this
way.
Put boost hose back on and then check timing. Make sure you ground
the timing terminal (to prevent computer from advancing ignition timing) only
when car is off. Once timing is set tighten up bolts.
P.S.
Make sure your CAS is bad, check the service manual, I have seen several people
paying dealers to replace this only to find it is not the real problem.
Your dealer doesn't seem to bright anyways.
John Monnin
1991
VR-4
4-bolt main conversion see webpage for details
http://hometown.aol.com/johnmonnin/index.htmlOriginal
message below:
Subject: Team3S: crank angle sensor replacement
>I just found out that the crank angle sensor is out >on my
91 stealth rt/tt is this
>something I can replace or would it be better
to let >my dealor replace it i have
>the manuals. they want to charge
me about 300.00 >labor to replace it saying it calls
>for 5 hrs. I
havent looked at the manuals yet but >they say you have to remove the
>timing belt dont see why when its on the other side >of the engine.
thanks, Jim
Find the best deals on the web
at AltaVista Shopping!
http://www.shopping.altavista.com***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: 10 Jan 2002 05:06:48
-0800
From: John Monnin <
jkmonnin@altavista.com>
Subject:
Team3S:
cewillis@TexasChildrensHospital.orgCharles,
sorry the CAPs didn't work for you so far of the people that bought CAPS from me
the sucess rate has been only been about 50%
A guy going by Kalmathpro on
3si boards claims he can repair most ECUs for $100. He claimed he can check the
ECU too in another thread I can't find. I do not know anyone who has used him
yet but you might want to email him. Please let me know if you try
this. See thread below
http://www.3si.org/vbb/showthread.php?s=&threadid=47086&highlight=ecu+repairIf
you get a repaired ECU check the vendor to see if they actually repair your ECU
or just send you another one. I have heard a few horror stories of people
getting a completely wrong ECU sent to them that the vendor swears is supposed
to be compatable. I checked caps and found at least 10 different part
numbers for ECUs on 3000GTs, I will list them all on my website
eventually
John Monnin
1991 VR-4
http://hometown.aol.com/johnmonnin/19ECURepair1.htmlhttp://www.3si.org/vbb/showthread.php?s=2f10e3a299042ad69054b478a00861ae9&threadid=47505>Date:
Wed, 9 Jan 2002 08:13:21 -0600
>From: "Willis, Charles E."
><
cewillis@TexasChildrensHospital.org>
>Subject: RE: Team3S: Ignition problems
>The board was
in good visual condition after the cap >replacement, except for
>my
lousy soldering job. No bridges, no breaks. I am >thinking there
is
>another component failure like a voltage regulator.
Find
the best deals on the web at AltaVista Shopping!
http://www.shopping.altavista.com***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 09:17:13
-0500
From: "Furman, Russell" <
RFurman2@MassMutual.com>
Subject:
RE: Team3S: Aftermarket Radiators for Ist gen DSMs?
Hey Rich, You know
Fluidyne has a direct application for our cars (they two
models depending on
what year 3S you have) Just as a FYI
> -----Original
Message-----
> From: Rich Fowler [SMTP:richfowler2@home.com]
> Sent:
Wednesday, January 09, 2002 9:52 PM
> To:
team3s@stealth-3000gt.st>
Subject: Team3S: Aftermarket Radiators for Ist gen DSMs?
>
> Has
anyone tried to fit a first gen dsm radiator to a first gen 3s?
The
> measurements look very similar and more aftermarket options are
available
> for the dsm (fluidyne for one). This seems like a fairly
strightforward
> modification if the in/out and mounting surfaces are
similar enough. Any
> thoughts?
>
> Rich F
>
>
> *** Info:
http://www.Team3S.com/Rules.htm
***
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 06:21:24
-0800 (PST)
From: Jeff Lucius <
stealthman92@yahoo.com>
Subject:
Re: Team3S: Aftermarket ECU
No, I have not tried this yet. The DSM crowd
recommends
the
following.
=======================================================
-
----- Original Message -----
From: "Kyle" <
blakhole@netset.com>
To: "TMO
Datalogger Users List" <
tmo-dlog@dsm.org>
Sent: Wednesday,
August 29, 2001 4:06 PM
Subject: Re: TMO-DLOG: datalogging boost
For
my Isuzu business I carry the GM 3-bar MAPs for $70+shipping. 0v
(vac)-5v
(boost), -30"Hg-29.4 psi. It's not the most linear sensor
but it does the
trick and is inexpensive. RTP.
Kyle
BlackHole Performance
http://blackholeperformance.homestead.com=======================================================
Besides
the sensor we will also need to tap into the correct wire. I
really have no
idea which wire in our harness is for the California
EGR temp sensor (not
used on Federal vehicles). I suppose we could
just run the MAP sensor wire
directly to pin 53 on the OBDI '91-'93
ECM connector.
ECM pin
assignments - all years:
http://www.geocities.com/lutransys/jlucius7/j7-2-ecu94.htmJeff
Lucius,
http://www.stealth316.com- -----
Original Message -----
From: "Todd D.Shelton" <
tds@brightok.net>
To: <
team3S@stealth-3000gt.st>
Sent:
Wednesday, January 09, 2002 9:06 PM
Subject: Re: Team3S: Aftermarket ECU
- -----Original Message-----
From: Jeff Lucius <
stealthman92@yahoo.com>
To:
team3S@stealth-3000gt.st <
team3S@stealth-3000gt.st>
Date:
Wednesday, January 09, 2002 1:03 PM
Subject: RE: Team3S: Aftermarket ECU
>The latest version of TMO software includes boost pressure
logging.
>
-
--------------------------------------------------------------
If I remember
correctly you have to add an additional sensor?
(maybe that was for
EGT?) Have you tried either of these?
If so - how did it go and what
sensors, connection location etc?
Thanks,
Todd
http://www.brightok.net/~tds__________________________________________________
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You Yahoo!?
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Info:
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***
------------------------------
Date: Thu, 10 Jan 2002 09:32:47
-0500
From: "Mihai Raicu" <
mraicu@wayne.edu>
Subject: RE: Team3S:
RE: Now -> Aftermarket ECU ... was -> GT-Pro Split Second Intake/ Fuel
Comuter
Matt,
Here is the question I asked Ray Hall about his
Autronics SM2. Can
someone decipher the answer? I have a feeling
this goes along with what
Jack T. said in his e-mail earlier
yesterday.
QUESTION:
>Does your SM2 ECU have a "knock control unit"
yet? If I buy it, it
will be >used on a 94 Dodge Stealth R/T Twin
Turbo or a 95 Mitsubishi
3000GT VR4.
>
>Both these cars
are equipped with a factory knock sensor. Will your
unit >be able to
read this, or do you have a separate knock sensor?
ANSWER FROM RAY
HALL:
>The SM2 does not have knock control.
>
>The SM2 will
read the standard Mitsubishi trigger setup directly. You
will >need to
replace the existing ignition module with one or more
Bosch 008 >ignition
modules or a multi channel CDI.
>
>Ray Hall.
- -MIHAI
RAICU-
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 09:27:06
-0600
From:
overclck@ies.net (Cody
Graham)
Subject: RE: Team3S: RE: Now -> Aftermarket ECU ... was ->
GT-Pro Split Second Intake/ Fuel Comuter
I got a little more detailed
answer, although somewhat different...
Hello Cody,
We
have a dealer looking into fitting the Mitsubishi EVO6 PnP board into
the
3000GT. We do not know at the moment if it is possible but will know
in the
next few months.
The SMC and SM2 model ECU's can be fitted to the
3000GT now. Both ECU
support the Mitsubishi trigger setup and will directly
read the signals
into the ECU.
The only other item required is a
multi channel CDI. The Autronic CD can
be used.
None of the
Autronic product has knock control.
Ray Hall.
-
-----Original Message-----
From:
owner-team3s@team3s.com
[mailto:owner-team3s@team3s.com] On Behalf
Of Mihai Raicu
Sent: Thursday,
January 10, 2002 8:33 AM
To: 'Jannusch, Matt';
aa2345@wayne.eduCc:
Team3S@stealth-3000gt.stSubject:
RE: Team3S: RE: Now -> Aftermarket ECU ... was -> GT-Pro Split
Second
Intake/ Fuel Comuter
Matt,
Here is the question I asked Ray Hall
about his Autronics SM2. Can
someone decipher the answer? I have
a feeling this goes along with what
Jack T. said in his e-mail earlier
yesterday.
QUESTION:
>Does your SM2 ECU have a "knock control unit"
yet? If I buy it, it
will be >used on a 94 Dodge Stealth R/T Twin
Turbo or a 95 Mitsubishi
3000GT VR4.
>
>Both these cars
are equipped with a factory knock sensor. Will your
unit >be able to
read this, or do you have a separate knock sensor?
ANSWER FROM RAY
HALL:
>The SM2 does not have knock control.
>
>The SM2 will
read the standard Mitsubishi trigger setup directly. You
will >need to
replace the existing ignition module with one or more
Bosch 008 >ignition
modules or a multi channel CDI.
>
>Ray Hall.
- -MIHAI
RAICU-
*** Info:
http://www.Team3S.com/Rules.htm
***
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 11:02:38
-0500
From: "Mihai Raicu" <
mraicu@wayne.edu>
Subject: RE: Team3S:
RE: Now -> Aftermarket ECU ... was -> GT-Pro Split Second Intake/ Fuel
Comuter
Cody,
Can anyone tell me what a "multi channel CDI"
is?
- -MIHAI-
95 Red VR4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 08:22:59
-0800
From: "Jim Berry" <
fastmax@home.com>
Subject: Re: Team3S:
RE: Now -> Aftermarket ECU ... was -> GT-Pro Split Second Intake/ Fuel
Comuter
I would assume it to be a capacitive discharge ignition with
multiple outputs
to replace our coil packs --- three outputs in our
case.
Jim
Berry
===============================================
- ----- Original
Message -----
From: Mihai Raicu <
mraicu@wayne.edu>
To: <
Team3S@stealth-3000gt.st>
Sent:
Thursday, January 10, 2002 8:02 AM
Subject: RE: Team3S: RE: Now ->
Aftermarket ECU ... was -> GT-Pro Split Second Intake/ Fuel
Comuter
> Cody,
>
> Can anyone tell me what a "multi
channel CDI" is?
>
> -MIHAI-
> 95 Red VR4
>
>
>
>
> *** Info:
http://www.Team3S.com/Rules.htm
***
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 12:33:59
-0500
From: "Furman, Russell" <
RFurman2@MassMutual.com>
Subject:
RE: Team3S: RE: Now -> Aftermarket ECU ... was -> GT-Pro Split Se cond
Intake/ Fuel Comuter
Hey Jim, if it is replacing our coil packs then we
actually need 6 outputs
(unless we are hooking up our plug wires to something
other than the OEM
coil packs)
> -----Original Message-----
>
From: Jim Berry [SMTP:fastmax@home.com]
> Sent: Thursday, January 10, 2002
11:23 AM
> To:
aa2345@wayne.edu;
Team3S@stealth-3000gt.st>
Subject: Re: Team3S: RE: Now -> Aftermarket ECU ... was -> GT-Pro
>
Split Second Intake/ Fuel Comuter
>
> I would assume it to be a
capacitive discharge ignition with multiple
> outputs
> to replace
our coil packs --- three outputs in our case.
>
> Jim Berry
>
===============================================
> ----- Original Message
-----
> From: Mihai Raicu <
mraicu@wayne.edu>
> To: <
Team3S@stealth-3000gt.st>
>
Sent: Thursday, January 10, 2002 8:02 AM
> Subject: RE: Team3S: RE: Now
-> Aftermarket ECU ... was -> GT-Pro Split
> Second Intake/ Fuel
Comuter
>
>
> > Cody,
> >
> > Can
anyone tell me what a "multi channel CDI" is?
> >
> >
-MIHAI-
> > 95 Red VR4
> >
> >
> >
> >
> > *** Info:
http://www.Team3S.com/Rules.htm
***
>
>
> *** Info:
http://www.Team3S.com/Rules.htm
***
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 11:38:02
-0600
From: "Jannusch, Matt" <
mjannusch@marketwatch.com>
Subject:
RE: Team3S: RE: Now -> Aftermarket ECU ... was -> GT-Pro Split Se cond
Intake/ Fuel Comuter
> Hey Jim, if it is replacing our coil packs then
we actually
> need 6 outputs (unless we are hooking up our plug wires to
> something other than the OEM coil packs)
Stock is a waste-spark
system, so I think you meant your last line to be the
opposite. 3
outputs if you were using a stock-like system with stock coil
packs or 6
outputs if using individual coils per cylinder.
- -Matt
'95 3000GT
Spyder VR4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 12:43:20
-0500
From: "Furman, Russell" <
RFurman2@MassMutual.com>
Subject:
RE: Team3S: RE: Now -> Aftermarket ECU ... was -> GT-Pro Split Se cond
Intake/ Fuel Computer
That is what I meant Matt, thanks for helping me to
clarify, if were are
going to be pulling/replacing ignition components no
sense in doing 1/2 half
the job. Especially since our cars seem to have
spark blow out problems at
the higher boost/cfm levels we try and
run.
> -----Original Message-----
> From: Jannusch, Matt
[SMTP:mjannusch@marketwatch.com]
> Sent: Thursday, January 10, 2002 12:38
PM
> To: Furman, Russell
> Cc: 'Team 3S'
> Subject: RE:
Team3S: RE: Now -> Aftermarket ECU ... was -> GT-Pro
> Split Se cond
Intake/ Fuel Comuter
>
> > Hey Jim, if it is replacing our coil
packs then we actually
> > need 6 outputs (unless we are hooking up
our plug wires to
> > something other than the OEM coil packs)
>
> Stock is a waste-spark system, so I think you meant your last line to
be
> the
> opposite. 3 outputs if you were using a stock-like
system with stock coil
> packs or 6 outputs if using individual coils per
cylinder.
>
> -Matt
> '95 3000GT Spyder
VR4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 11:15:12
-0700
From: "Floyd, Jim" <
Jim_Floyd@maxtor.com>
Subject:
Team3S: 3 gauge pod - pillar mount
> Read this thread. Good group buy.
Only 5 to go since I was # 15.
> Order one : )
>
>
>
http://209.58.199.225/vbb/showthread.php?s=&threadid=57341&perpage=15&page>
number=1
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 12:17:40
-0800 (PST)
From: John Christian <
jczoom_619@yahoo.com>
Subject:
Team3S: Re: 3S-Racers: Anybody want to gather for some racin'?
Hi
Rich,
Putnam or Gingerman would be more in the middle.
MidOhio is
a fantastic track, but may be a far trip
for you MidWesterners.
Ohama
is over 900 Miles from PGH.
Hope to have one of my cars running for
this season.
Be of good cheer,
John
- --- Merritt
<
merritt@cedar-rapids.net>
wrote:
> Some of us are kicking around the idea of a group
> grope
at an open track
> driving event at Mid America Motorplex near
Omaha.
> It's in the SW corner
> of Iowa.
>
> See
http://www.midamericamotorplex.com>
> We figure this track would be in easy reach of 3Sers
> from Mnpls
(Curt &
> Oskar?) and Milwaukee (SJ?), plus Chicago, St Louis,
>
and other Midwest
> points.
>
> The last time we did this in
Topeka at Heartland
> Park, we had five cars,
> terrorized the M3s
and 911s, and had a great time.
>
> This is not exactly a
"gathering," with all its
> assorted festivities: just
> a bunch of
3Kers attending the same event, pitting
> together, and supporting
>
each other mechanically. Last time, we shared brake
> fluid, pads,
jacks,
> impact wrenches, torque wrenches, mechanical
> expertise,
brake bleeders, and
> Chuck Willis even loaned Jim Floyd his car to
use
> when Jim's broke under
> the weight of his 1,000 W stereo (or
something like
> that...maybe it was a
> front end bushing).
>
> We'll just tag onto somebody else's event, so nobody
>
has to be an
> "organizer." Also, if you say you'll go and don't
>
show up, it's no big deal.
>
> All that said, how many folks would
be interested in
> attending an event in
> Iowa? (Iowa is not
the end of the world, but you
> can see it from here.)
>
>
It would be great to have 10 or 15 cars. Novices and
> experienced folks
are
> welcome.
>
> Another possibility is a midweek event
with the
> track dedicated to just us.
>
> The floor is open
for discussion.
>
> Rich/slow old poop
> 94 VR4
>
>
>
> --
> To sub: Email
majordomo@speedtoys.com with a
body
> of 'subscribe 3sracers'.
> To unsub: Email
majordomo@speedtoys.com with a
body
> of 'unsubscribe 3sracers'
> "Ban low performance drivers, not
high performance
cars."
=====
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__________________________________________________
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You Yahoo!?
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Info:
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***
------------------------------
Date: Thu, 10 Jan 2002 14:27:54
-0600
From: Merritt <
merritt@cedar-rapids.net>
Subject:
Re: Team3S: Re: 3S-Racers: Anybody want to gather for some racin'?
At
12:17 PM 1/10/02 -0800, John Christian wrote:
>Hi
Rich,
>
>Putnam or Gingerman would be more in the
middle.
>
I know, but the western/midwestern contingent (Houston,
Colorado, Omaha and
Iowa) of 3S racers want to get together again like we did
at Heartland Park
in Topeka, and Omaha is a good centralized track for us.
I agree that Putnam Park or Gingerman is more geographically
centralized
for everyone else, but not for us.
However, there is
absolutely no reason why we can't do this at other tracks
all over the place.
If anybody arranges something at Putnam, Gingerman,
Blackhawk, St. Louis,
Road America, Minnesota or similar tracks within 8 hr
driving time, I'll be
there too.
Rich/slow old poop
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 16:02:47
-0500
From: "Zobel, Kurt" <
KURT.ZOBEL@ca.com>
Subject: RE:
Team3S: RE: Now -> High RPMs, was-> Aftermarket ECU ... was - > GT-Pro
Split Second
You might be a racer if..
Your tach limit is
ALWAYS 500 rpm below your standard operating limit.
Seriously, I hope you
try to check out Mitsubishi at least, and other racers who have tried higher rpm
operations. Other than motor parts strength, valve clearances, belt strength and
stretch, things like that need consideration. I don't think 7500 would be much
problem, as I'm sure design allows for that much, but much more and you may be
in fairly virgin territory.
Go very slowly and try to log and get info
from anyone else who will contribute. For me,
it seems we have a lot of
valve float above 7000. I just have an NA, but that drastic falloff in power has
kept me from trying to use much higher rpm. I'll go to 7200-7300 in 2nd, but
usually quit in 3rd at 6500-6800. Possibly with a cam and better valve springs
higher rpm would be useful. I certainly know I would LIKE to have an 8000
rpm limit. It would help a bunch at the drag strip and on road courses. If
the turbos already have much stiffer valve trains, and the timing belt won't
jump teeth, then it is probably safe.
Hope you get there, just
don't want to see a nicely modified 'dead' engine.
Kurt
- -----Original Message-----
From: Todd
D.Shelton [mailto:tds@brightok.net]
Sent: Wednesday, January 09, 2002 8:01
PM
Cc:
Team3S@stealth-3000gt.stSubject:
Re: Team3S: RE: Now -> Aftermarket ECU ... was -> GT-Pro Split
Second
Intake/ Fuel Comuter
- -----Original Message-----
From: Jannusch,
Matt <
mjannusch@marketwatch.com>
To:
'aa2345@wayne.edu' <
aa2345@wayne.edu>
Cc:
Team3S@stealth-3000gt.st <
Team3S@stealth-3000gt.st>
Date:
Wednesday, January 09, 2002 12:32 PM
Subject: RE: Team3S: RE: Now ->
Aftermarket ECU ... was -> GT-Pro Split
Second Intake/ Fuel
Comuter
>
>I'll probably start with piggyback to figure out
how the car reacts and
once
>I'm satisfied that everything is working
right and I have some baselines to
>go from then try the standalone mode
to increase the rev limit to maybe
>7500-7800 RPM. The whole
rotating assembly on my motor is balanced now, so
>I should be able to go
higher with relative safety. If the Knock Alert
>works well, then I
might try setting the standalone to engage as low as
4000
>RPM and
WOT.
Matt - are you taking steps to maximize hp/torque above 7000
rpm?
Cams/cam gears etc? Just curious since generally our torque
curve
starts taking a dive around 6500 or so. 1st/2nd gear not so bad
but
after that .....
>
>It'll take some experimenting,
but I'll share my results with the List.
Please share. I would like
to have more info about the world
above 7K rpm! [Also the PMS and other
mods]
- - tds
http://www.brightok.net/~tds***
Info:
http://www.Team3S.com/Rules.htm
***
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Fri, 11 Jan 2002 08:29:24
+1100
From: "Joel Singh" <
joelsingh@primus.com.au>
Subject:
Team3S: Idle problem.
The idle stops at about 1500~2000. I cleaned
Throttle body, changed Idle
controller switch, but hasn't fixed my problem.
whats else could it be?
thanks in
advance.
Appreciated.
Joel.
1992 twin
turbo.
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 16:26:51
-0500
From: "bdtrent" <
bdtrent@netzero.net>
Subject: Re:
Team3S: Re: 3S-Racers: Anybody want to gather for some racin'?
I
would be thrilled to see some interest in Putnam Park. I'm still
waiting
for the 2002 schedule on the Putnam website. I will keep the
list posted on
available club meets when the info becomes
available.
Regards,
DaveT/92TT
- ----- Original Message
-----
From: "Merritt" <
merritt@cedar-rapids.net>
To:
<
JCZooM@iname.com>; <
3sracers@speedtoys.com>; <
Team3S@stealth-3000gt.st>
Sent:
Thursday, January 10, 2002 3:27 PM
Subject: Re: Team3S: Re: 3S-Racers:
Anybody want to gather for some racin'?
At 12:17 PM 1/10/02 -0800,
John Christian wrote:
>Hi Rich,
>
>Putnam or Gingerman would
be more in the middle.
>
I know, but the western/midwestern contingent
(Houston, Colorado, Omaha and
Iowa) of 3S racers want to get together again
like we did at Heartland Park
in Topeka, and Omaha is a good centralized
track for us.
I agree that Putnam Park or Gingerman is more
geographically centralized
for everyone else, but not for us.
However,
there is absolutely no reason why we can't do this at other tracks
all over
the place. If anybody arranges something at Putnam, Gingerman,
Blackhawk, St.
Louis, Road America, Minnesota or similar tracks within 8 hr
driving time,
I'll be there too.
Rich/slow old poop
*** Info:
http://www.Team3S.com/Rules.htm
***
- ----------------------------------------------------
Sign Up
for NetZero Platinum Today
Only $9.95 per month!
http://my.netzero.net/s/signup?r=platinum&refcd=PT97***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 16:00:50
-0600
From: "Willis, Charles E." <
cewillis@TexasChildrensHospital.org>
Subject:
RE: Team3S: Idle problem.
Is it hunting? sounds suspiciuosly like a
big vacuum leak. 1500 rpm is the
default idle speed when it can't find
a stable idle.
> -----Original Message-----
> From: Joel Singh
[SMTP:joelsingh@primus.com.au]
> Sent: Thursday, January 10, 2002 3:29
PM
> To:
team3s@team3s.com>
Subject: Team3S: Idle problem.
>
> The idle stops at about
1500~2000. I cleaned Throttle body, changed Idle
> controller switch, but
hasn't fixed my problem. whats else could it be?
> thanks in
advance.
> Appreciated.
>
> Joel.
> 1992 twin
turbo.
>
>
>
> *** Info:
http://www.Team3S.com/Rules.htm
***
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 17:06:12
-0500
From:
pvg1@daimlerchrysler.comSubject:
RE: Team3S: RE: Now -> Aftermarket ECU ... was -> GT-Pro Split Second
Intake/ Fuel Comuter
What is "knock control"? Do you guys mean ignition
retard if knock is
detected?
Many good turbo ECU's also reduce boost
if knock is detected. I do not
think any of the ECU's that we are talking
about are capable of this,
although a guy at AEM told me that his unit could
be set up to do this.
Brian from GT-Pro told me that they are almost
ready to come out with a
plug and play ECU which is not Autronic. This is
very cool for us to have
several new plug and play 3S ECU's coming out all at
once because it seems
like even Autronic SM2 is lacking some necessary
features. As far as Motec,
Mikael forgone it in favor of Autronic. I am
wondering why.
Philip Glazatov
I got a little more
detailed answer, although somewhat different...
Hello Cody,
We
have a dealer looking into fitting the Mitsubishi EVO6 PnP board into
the
3000GT. We do not know at the moment if it is possible but will know
in the
next few months.
The SMC and SM2 model ECU's can be fitted to the 3000GT
now. Both ECU
support the Mitsubishi trigger setup and will directly read the
signals
into the ECU.
The only other item required is a multi channel
CDI. The Autronic CD can
be used.
None of the Autronic product has
knock control.
Ray
Hall.
****************************************************************************
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Unauthorized use is
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transmission in error, please notify
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Info:
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***
------------------------------
Date: Thu, 10 Jan 2002 16:11:50
-0600
From: "Jannusch, Matt" <
mjannusch@marketwatch.com>
Subject:
RE: Team3S: RE: Now -> Aftermarket ECU ... was -> GT-Pro Split Se cond
Intake/ Fuel Comuter
I might try to get some of the features of these
units into a table of some
sort and do a comparison page on them. Seems
like a lot of these questions
come up repeatedly and a resource with all the
info on the products in one
place should be helpful. I'll add any
people's opinions to it from people
who are actually using the units as those
people should have the best idea
of pros/cons for each unit.
-
-Matt
'95 3000GT Spyder VR4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 14:12:09
-0800
From: "ek2mfg" <
ek2mfg@foxinternet.com>
Subject:
RE: Team3S: RE: Now -> High RPMs, was-> Aftermarket ECU ... was ->
GT-Pro Split Second
I went to the dyno to do testing on my ek2 downpipe
for the NA and
the peak is at 5800 for torque and hp...why go above that if
its not
any higher on the hp/torque...I can see 6500 to drop down to the
5800
after a shift to be in the sweet spot but 7500? man thats high
for
what? bragging rights?
- ---- Original Message ----
From:
KURT.ZOBEL@ca.comTo:
tds@brightok.netSubject: RE: Team3S: RE:
Now -> High RPMs, was-> Aftermarket ECU ...
>was -> GT-Pro Split
Second
Date: Thu, 10 Jan 2002 16:02:47 -0500
>You might be a racer
if..
> Your tach limit is ALWAYS 500 rpm below your standard
operating
>limit.
>
>Seriously, I hope you try to check out
Mitsubishi at least, and
>other racers who have tried higher rpm
operations. Other than motor
>parts strength, valve clearances, belt
strength and stretch, things
>like that need consideration. I don't think
7500 would be much
>problem, as I'm sure design allows for that much, but
much more and
>you may be in fairly virgin territory.
>
>Go
very slowly and try to log and get info from anyone else who will
>contribute. For me,
>it seems we have a lot of valve float above
7000. I just have an NA,
>but that drastic falloff in power has kept me
from trying to use
>much higher rpm. I'll go to 7200-7300 in 2nd, but
usually quit in
>3rd at 6500-6800. Possibly with a cam and better valve
springs
>higher rpm would be useful. I certainly know I would LIKE
to have
>an 8000 rpm limit. It would help a bunch at the drag strip and
on
>road courses. If the turbos already have much stiffer valve
trains,
>and the timing belt won't jump teeth, then it is probably
safe.
>
>Hope you get there, just don't want to see a nicely
modified 'dead'
>engine.
>
>Kurt
>
>
>-----Original
Message-----
>From: Todd D.Shelton [mailto:tds@brightok.net]
>Sent:
Wednesday, January 09, 2002 8:01 PM
>Cc:
Team3S@stealth-3000gt.st>Subject:
Re: Team3S: RE: Now -> Aftermarket ECU ... was -> GT-Pro
>Split
>Second Intake/ Fuel
Comuter
>
>
>-----Original Message-----
>From: Jannusch,
Matt <
mjannusch@marketwatch.com>
>To:
'aa2345@wayne.edu' <
aa2345@wayne.edu>
>Cc:
Team3S@stealth-3000gt.st <
Team3S@stealth-3000gt.st>
>Date:
Wednesday, January 09, 2002 12:32 PM
>Subject: RE: Team3S: RE: Now ->
Aftermarket ECU ... was -> GT-Pro
>Split
>Second Intake/ Fuel
Comuter
>
>
>>
>>I'll probably start with
piggyback to figure out how the car reacts
>and
>once
>>I'm satisfied that everything is working
right and I have some
>baselines to
>>go from then try the
standalone mode to increase the rev limit to
>maybe
>>7500-7800
RPM. The whole rotating assembly on my motor is balanced
>now,
so
>>I should be able to go higher with relative safety. If the
Knock
>Alert
>>works well, then I might try setting the
standalone to engage as
>low as
>4000
>>RPM and
WOT.
>
>Matt - are you taking steps to maximize hp/torque above 7000
rpm?
>Cams/cam gears etc? Just curious since generally our torque
curve
>starts taking a dive around 6500 or so. 1st/2nd gear not so
bad but
>after that .....
>
>
>>
>>It'll
take some experimenting, but I'll share my results with the
>List.
>
>Please share. I would like to have more info
about the world
>above 7K rpm! [Also the PMS and other
mods]
>
>
>-
tds
>
>http://www.brightok.net/~tds
>
>
>
>***
Info:
http://www.Team3S.com/Rules.htm
***
>
>*** Info:
http://www.Team3S.com/Rules.htm
***
>
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 14:19:08
-0800
From: "Gross, Erik" <
erik.gross@intel.com>
Subject: RE:
Team3S: Aftermarket ECU
So somebody tell me what would be wrong with
this:
Install PMS in piggyback mode. Install 720cc injectors.
Run all inputs to
the ECU as pass-throughs (UNmodified). Tell PMS to
cut IDC output from ECU
in half. Run happily to 1.1 or 1.2bar (less
than ECU fuel cut). Use PMS to
lean out top end if ECU dumps too much
fuel.
This way, since your ECU is actually seeing what kind of airflow,
RPM, etc.
your engine is running(rather than a VPC or similar), you have ECU
timing
adjustments, fuel richening, and all the other drivability and
protection
things the ECU does FULLY FUNCTIONAL. AND you have 720cc
injectors that
aren't being taxed at > 1bar.
If you want to
run higher boost than when the ECU would initiate fuel cut,
then when
airflow/boost/RPM/whatever hits conditions that the ECU initiates
fuel cut,
then switch the PMS to standalone mode at that point and have it
take over
from there. You won't have all the protection/drivability stuff
from
the stock ECU WHILE you're over 1.2 (or 1.3?) bar, but while you're
running
that high, I doubt you care about gas mileage or idle stability.
And if you
can't protect your engine by watching gauges while you're above
1.2bar, then
you shouldn't be doing that anyway:-)
- --Erik
currently
dataloggerless '95 VR-4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 17:20:48
-0500
From: "Furman, Russell" <
RFurman2@MassMutual.com>
Subject:
RE: Team3S: RE: Now -> High RPMs, was-> Aftermarket ECU ... was - >
GT-Pro Split Second
I give an answer which I can not believe Jeff L. has
not thrown out
yet......... Big turbos like 15g or larger take longer
to spool up and are
able to hold higher boost pressures to redline, you
combine those facts with
appropriately done heads (cams + valve springs +
retainers) you now have a
power band that is slightly larger.
(2800-5500 vs 3500-7500)
And this is not for "bragging rights" its to
maximizing the potential of the
f***ing motor that you just spent like 5K +
But hey what do I know I came from a world where 7500 rev limter on
stock
motor was common and 7500-8K was not uncommon for a race only
motor
Russ F
CT
> -----Original Message-----
>
From: ek2mfg [SMTP:ek2mfg@foxinternet.com]
> Sent: Thursday, January 10,
2002 5:12 PM
> To:
KURT.ZOBEL@ca.com;
tds@brightok.net> Cc:
Team3S@stealth-3000gt.st>
Subject: RE: Team3S: RE: Now -> High RPMs, was-> Aftermarket ECU
...
> was -> GT-Pro Split Second
>
> I went to the dyno to
do testing on my ek2 downpipe for the NA and
> the peak is at 5800 for
torque and hp...why go above that if its not
> any higher on the
hp/torque...I can see 6500 to drop down to the 5800
> after a shift to be
in the sweet spot but 7500? man thats high for
> what? bragging
rights?
>
> ---- Original Message ----
> From:
KURT.ZOBEL@ca.com> To:
tds@brightok.net> Subject: RE: Team3S:
RE: Now -> High RPMs, was-> Aftermarket ECU ...
> >was ->
GT-Pro Split Second
> Date: Thu, 10 Jan 2002 16:02:47 -0500
>
> >You might be a racer if..
> > Your tach limit is
ALWAYS 500 rpm below your standard operating
> >limit.
>
>
> >Seriously, I hope you try to check out Mitsubishi at least, and
> >other racers who have tried higher rpm operations. Other than motor
> >parts strength, valve clearances, belt strength and stretch, things
> >like that need consideration. I don't think 7500 would be much
> >problem, as I'm sure design allows for that much, but much more and
> >you may be in fairly virgin territory.
> >
> >Go
very slowly and try to log and get info from anyone else who will
>
>contribute. For me,
> >it seems we have a lot of valve float above
7000. I just have an NA,
> >but that drastic falloff in power has kept
me from trying to use
> >much higher rpm. I'll go to 7200-7300 in 2nd,
but usually quit in
> >3rd at 6500-6800. Possibly with a cam and
better valve springs
> >higher rpm would be useful. I certainly
know I would LIKE to have
> >an 8000 rpm limit. It would help a bunch
at the drag strip and on
> >road courses. If the turbos already
have much stiffer valve trains,
> >and the timing belt won't jump
teeth, then it is probably safe.
> >
> >Hope you get
there, just don't want to see a nicely modified 'dead'
>
>engine.
> >
> >Kurt
> >
> >
> >-----Original Message-----
> >From: Todd
D.Shelton [mailto:tds@brightok.net]
> >Sent: Wednesday, January 09,
2002 8:01 PM
> >Cc:
Team3S@stealth-3000gt.st>
>Subject: Re: Team3S: RE: Now -> Aftermarket ECU ... was -> GT-Pro
> >Split
> >Second Intake/ Fuel Comuter
> >
>
>
> >-----Original Message-----
> >From: Jannusch, Matt
<
mjannusch@marketwatch.com>
>
>To:
'aa2345@wayne.edu' <
aa2345@wayne.edu>
> >Cc:
Team3S@stealth-3000gt.st <
Team3S@stealth-3000gt.st>
>
>Date: Wednesday, January 09, 2002 12:32 PM
> >Subject: RE: Team3S:
RE: Now -> Aftermarket ECU ... was -> GT-Pro
> >Split
>
>Second Intake/ Fuel Comuter
> >
> >
>
>>
> >>I'll probably start with piggyback to figure out how
the car reacts
> >and
> >once
> >>I'm satisfied
that everything is working right and I have some
> >baselines
to
> >>go from then try the standalone mode to increase the rev
limit to
> >maybe
> >>7500-7800 RPM. The whole
rotating assembly on my motor is balanced
> >now, so
> >>I
should be able to go higher with relative safety. If the Knock
>
>Alert
> >>works well, then I might try setting the standalone to
engage as
> >low as
> >4000
> >>RPM and
WOT.
> >
> >Matt - are you taking steps to maximize hp/torque
above 7000 rpm?
> >Cams/cam gears etc? Just curious since
generally our torque curve
> >starts taking a dive around 6500 or
so. 1st/2nd gear not so bad but
> >after that .....
>
>
> >
> >>
> >>It'll take some
experimenting, but I'll share my results with the
> >List.
>
>
> >Please share. I would like to have more info about the
world
> >above 7K rpm! [Also the PMS and other mods]
>
>
> >
> >- tds
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 14:22:15
-0800
From: "Jim Berry" <
fastmax@home.com>
Subject: Re: Team3S:
RE: Now -> High RPMs, was-> Aftermarket ECU ... was -> GT-Pro Split
Second
- ----- Original Message -----
From: Zobel, Kurt <
KURT.ZOBEL@ca.com>
need consideration.
I don't think 7500 would be much problem, as I'm sure design allows for that
much, but much more and you may be
in fairly virgin
territory.
>
> Go very slowly and try to log and get info from
anyone else who will contribute. For me,
> it seems we have a lot of valve
float above 7000. I just have an NA, but that drastic falloff in power has
>kept me from trying to
use much higher rpm. I'll go to 7200-7300 in 2nd,
but usually quit in 3rd at 6500->6800. Possibly with a cam and better
valve
springs higher rpm would be useful
Matt Monett says he runs
his 93 TT up to 8000 on a regular basis on the drag strip
with a stock lifter
setup --- He's the man of the moment as far as getting results at
the strip
and to him 8 grand isn't a
problem.
Jim
Berry
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 16:34:37
-0600
From: "Jannusch, Matt" <
mjannusch@marketwatch.com>
Subject:
RE: Team3S: Aftermarket ECU
> Install PMS in piggyback mode.
Install 720cc injectors. Run
> all inputs to the ECU as
pass-throughs (UNmodified). Tell
> PMS to cut IDC output from ECU
in half. Run happily to 1.1
> or 1.2bar (less than ECU fuel
cut). Use PMS to lean out top
> end if ECU dumps too much
fuel.
You don't really get a choice on what the PMS tells the ECU for
flow rates.
If it is like the DSM version, it will clamp the MAF frequency to
something
like 1500hz so that you don't get fuel cut. The MAF flow
values from the
PMS datalogger will tell you the true value,
however.
> This way, since your ECU is actually seeing what kind of
> airflow, RPM, etc. your engine is running(rather than a VPC
> or
similar), you have ECU timing adjustments, fuel richening,
> and all the
other drivability and protection things the ECU
> does FULLY
FUNCTIONAL. AND you have 720cc injectors that
> aren't being taxed
at > 1bar.
All those things are in effect regardless of what
the PMS changes. If the
stock ECU senses too much knock, it will retard
timing and the PMS won't try
to override that (it'll still apply the offsets
you set, but the overall
timing will be retarded compared to if knock didn't
happen).
> If you want to run higher boost than when the ECU would
> initiate fuel cut, then when airflow/boost/RPM/whatever hits
>
conditions that the ECU initiates fuel cut, then switch the
> PMS to
standalone mode at that point and have it take over
> from there.
You won't have all the protection/drivability
> stuff from the stock ECU
WHILE you're over 1.2 (or 1.3?) bar,
> but while you're running that
high, I doubt you care about
> gas mileage or idle stability. And if you
can't protect your
> engine by watching gauges while you're above 1.2bar,
then you
> shouldn't be doing that anyway:-)
With the PMS
the ECU shouldn't ever fuel cut unless you are getting way
serious knock and
are essentially trying hard to blow up your motor by
setting the PMS timing
values way advanced (past where the stock ECU can
compensate for
it).
But, yes... The Standalone mode is for people who really know
what they are
doing and have extensive ways of monitoring what the motor is
doing (knock,
EGT, etc.) and are going for maximum power at the risk of
possibly damaging
something.
Only 1.2-1.3 bar? I was thinking
more like running 1.8 bar on the 116
octane "good stuff". :-)
-
-Matt
'95 3000GT Spyder VR4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 16:38:17
-0600
From:
overclck@ies.net (Cody
Graham)
Subject: RE: Team3S: Idle problem.
Huh???
Do you mean
the idle won't drop below 1500 or 2000? There is an idle
screw that has
some adjustability in it. It is covered by a black
plastic cover on the
front edge of the throttle body. It is about 3/8"
in diameter.
-
-Cody
- -----Original Message-----
From:
owner-team3s@team3s.com
[mailto:owner-team3s@team3s.com] On Behalf
Of Joel Singh
Sent: Thursday,
January 10, 2002 3:29 PM
To:
team3s@team3s.comSubject: Team3S: Idle
problem.
The idle stops at about 1500~2000. I cleaned Throttle body,
changed Idle
controller switch, but hasn't fixed my problem. whats else could
it be?
thanks in advance.
Appreciated.
Joel.
1992 twin
turbo.
*** Info:
http://www.Team3S.com/Rules.htm
***
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 14:51:00
-0800
From: "Gross, Erik" <
erik.gross@intel.com>
Subject: RE:
Team3S: Aftermarket ECU
So does the PMS only modify the inputs to the ECU
(FROM the sensors) or does
it modify the outputs from the ECU (TO injectors,
coils, etc.) as well?
What I'm getting at is that if you halve the
airflow input (PMS, VPC, etc.)
to compensate for 720cc injectors, you don't
get the richening, the timing
retard, and other things the ECU does when it
thinks it's under heavy load.
IOW, if you install injectors that inject 2x
the fuel, the simple solution
would be to halve the input to the injectors
rather than halve the input to
the ECU which then goes to the
injectors.
Can't someone make a cheap, reliable frequency divider
circuit to splice
into the injector lines from the ECU? Why mess around
with the airflow
reading? VPC.... $1000. Freqdiv circuit parts...
$10 tops at Radio Shack.
- --Erik
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 22:44:11
+0100
From: "Roger Gerl" <
roger.gerl@bluewin.ch>
Subject:
Re: Team3S: Aftermarket ECU
> If I remember correctly you have to add
an additional sensor?
> (maybe that was for EGT?) Have you tried
either of these?
> If so - how did it go and what sensors, connection
location etc?
Any sensor with output between 0 and 5 V and good
resolution. I use the GM 3
bar MAP sensor for the water injection and will
connect it to the logger as
well.
Roger
93'3000GT TT
www.rtec.ch*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 17:02:03
-0600
From: "Jannusch, Matt" <
mjannusch@marketwatch.com>
Subject:
RE: Team3S: Aftermarket ECU
> So does the PMS only modify the inputs
to the ECU (FROM the
> sensors) or does it modify the outputs from the
ECU (TO
> injectors, coils, etc.) as well?
It does both to
some extent. The airflow values are the "true" values until
it hits the
frequency cutoff limit, where the PMS passes through a frequency
of whatever
Hz the EFI Systems folks decided was a good limit to keep
unnecessary fuel
cut away. It does modify the injector pulsewidth outbound
from the ECU
and replaces those signals with its own to the injectors
themselves.
Same with timing control.
> What I'm getting at is that if you halve
the airflow input
> (PMS, VPC, etc.) to compensate for 720cc injectors,
you don't
> get the richening, the timing retard, and other things the
> ECU does when it thinks it's under heavy load. IOW, if you
>
install injectors that inject 2x the fuel, the simple
> solution would be
to halve the input to the injectors rather
> than halve the input to the
ECU which then goes to the injectors.
Right. This is what
the PMS does, but it caps the MAF frequency to prevent
fuel cut. 1500hz
(or whatever limit they chose) is still well into the
"engine is under load"
range - just not high enough where the ECU panics and
cuts fuel.
>
Can't someone make a cheap, reliable frequency divider
> circuit to
splice into the injector lines from the ECU? Why
> mess around with
the airflow reading? VPC.... $1000.
> Freqdiv circuit
parts... $10 tops at Radio Shack.
Hmmmm. I'd think latency might be
an issue, but maybe not. The other
factor is that the 720's might not
really inject double the fuel - the fuel
delivery for a given pulsewidth
might not truly be linear. When 720's have
been measured for flow, some
of them have been as low as 650cc. Some
ability to fine-tune is still
going to be required, and fuel cut will be a
major problem if you only modify
the injector pulsewidths, especially with
larger turbos (fuel cut is right
around 15 psi with 15G's and no MAF signal
tweaking).
- -Matt
'95
3000GT Spyder VR4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 22:37:57
+0100
From: "Roger Gerl" <
roger.gerl@bluewin.ch>
Subject:
Re: Team3S: RE: Now -> Aftermarket ECU ... was -> GT-Pro Split Se cond
Intake/ Fuel Comuter
Motec seem not to run well well in our cars. There
are no start-up programs
that help for ease as well as they seemed to have
been only successful apps
for 4-bangers. We have a tuner here that uses it in
Renault Turbos and
Lancia Rally cars and tried it in the Renault V6 turbo
without success. Our
engine is not far away fro mthis one.
Knock
sensing is only for it's own knock sensor.
Unfortunately, it's not that
easy many people think it really is !
Roger
93'3000GT TT
>
No... might be running one ona friends neon soon.. but we may go with
a
TEC
> III set-up instead (this may be better for a 3/S
actually)
>
> Give the guys down in So. Cal at Motec a ring.. they
are very helpful.
I'm
> working on a '91 S TT, so I have a different
gig going than your 95 3k
>
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Fri, 11 Jan 2002 01:06:13
+0100
From: "Roger Gerl" <
roger.gerl@bluewin.ch>
Subject:
Re: Team3S: RE: Now -> Aftermarket ECU ... was -> GT-Pro Split Second
Intake/ Fuel Comuter
> What is "knock control"? Do you guys mean
ignition retard if knock is
> detected?
Yes, this would be the
definition, although we'd be hapyy if we only could
read or even log knock
with such "standalone" ECUs.
> Many good turbo ECU's also reduce boost
if knock is detected. I do not
> think any of the ECU's that we are
talking about are capable of this,
> although a guy at AEM told me that
his unit could be set up to do this.
Yes, but again with their own knock
sensor. 99% not compatible with the
Mitsu one. Maybe it could be positioned
in the same bracket but then it must
be tuned in to the engines
characteristic. Hey this is a job engineers are
doing on an engine dyno with
analysing histograms and voice records on
several parts on the
engine.
> Brian from GT-Pro told me that they are almost ready to come
out with a
> plug and play ECU which is not Autronic.
Oh yes, ...
do you really think he'd tell you ?
> This is very cool for us to
have
> several new plug and play 3S ECU's coming out all at once because
it seems
> like even Autronic SM2 is lacking some necessary
features.
Some are good designs and lack of software others have a great
software but
the hardware is limited. The AEM soudns not bad ... but then the
question
rises again : does it work in our cars too
?
Roger
93'3000GT TT
www.rtec.ch*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 17:13:52
-0700
From: "Floyd, Jim" <
Jim_Floyd@maxtor.com>
Subject: RE:
Team3S: RE: Now -> Aftermarket ECU ... was -> GT-Pro Split Se cond Intake/
Fuel Comuter
"Oh yes, ... do you really think he'd tell you
?"
Roger,
He has been telling anyone who will
listen.
- -----Original Message-----
From: Roger Gerl
[mailto:roger.gerl@bluewin.ch]
Sent: Thursday, January 10, 2002 5:06
PM
To:
team3S@stealth-3000gt.stSubject:
Re: Team3S: RE: Now -> Aftermarket ECU ... was -> GT-Pro Split
Second
Intake/ Fuel Comuter
> What is "knock control"? Do you guys mean
ignition retard if knock is
> detected?
Yes, this would be the
definition, although we'd be hapyy if we only could
read or even log knock
with such "standalone" ECUs.
> Many good turbo ECU's also reduce boost
if knock is detected. I do not
> think any of the ECU's that we are
talking about are capable of this,
> although a guy at AEM told me that
his unit could be set up to do this.
Yes, but again with their own knock
sensor. 99% not compatible with the
Mitsu one. Maybe it could be positioned
in the same bracket but then it must
be tuned in to the engines
characteristic. Hey this is a job engineers are
doing on an engine dyno with
analysing histograms and voice records on
several parts on the
engine.
> Brian from GT-Pro told me that they are almost ready to come
out with a
> plug and play ECU which is not Autronic.
Oh yes, ...
do you really think he'd tell you ?
> This is very cool for us to
have
> several new plug and play 3S ECU's coming out all at once because
it seems
> like even Autronic SM2 is lacking some necessary
features.
Some are good designs and lack of software others have a great
software but
the hardware is limited. The AEM soudns not bad ... but then the
question
rises again : does it work in our cars too
?
Roger
93'3000GT TT
www.rtec.ch*** Info:
http://www.Team3S.com/Rules.htm
***
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 20:00:06
-0500
From: "bdtrent" <
bdtrent@netzero.net>
Subject:
Team3S: First Datalog
I finally entered the datalog age this
evening. With an ambient temp. of
approx. 40F and my boost set to
18psi, I recorded a few 2nd to 6500 and 3rd
to 6500rpm runs.
Fortunately, after reviewing the log, I only got 1 knock
sum response.
It took me awile to find it, and I was beginning to think my
sensor wasn't
functioning. I finally located one peek with max value of 17.
I'm
trying to recall what most have decided is the max safe short term knock
sum
(I already know Roger...it's zero) for those of us living on the
edge.
Regards,
DaveT/92TT
-
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Info:
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***
------------------------------
Date: Thu, 10 Jan 2002 21:23:20
-0500
From: "Zobel, Kurt" <
KURT.ZOBEL@ca.com>
Subject: RE:
Team3S: RE: Now -> High RPMs, was-> Aftermarket ECU ... was - > GT-Pro
Split Second
Almost forgot to reply to this.
All things being equal,
the higher the rpm the better.
More power. You may lose power once past
peak rpm, but you are going to a higher gear,
so wheel HP is reduced by the
gear ratio. The longer you can stay in a lower gear the
better. It is only
by concession that we have more than 1 gear.
It is
smoother.
It allows more gear overlap, for flexibility on
specific corner needs.
Less shifting, maybe skip a shift in some
cases. or at least delay a shift
until OUT of a corner vs IN the
corner.
It provides better throttle response and manipulation.
It
provides better traction, more even rather than pulsed power.
It makes more
noise!
Got to go rev up, see ya,
Kurt
-
-----Original Message-----
From: ek2mfg
[mailto:ek2mfg@foxinternet.com]
Sent: Thursday, January 10, 2002 2:12
PM
To: Zobel, Kurt;
tds@brightok.netCc:
Team3S@stealth-3000gt.stSubject:
RE: Team3S: RE: Now -> High RPMs, was-> Aftermarket ECU ... was
- ->
GT-Pro Split Second
I went to the dyno to do testing on my ek2
downpipe for the NA and
the peak is at 5800 for torque and hp...why go above
that if its not
any higher on the hp/torque...I can see 6500 to drop down to
the 5800
after a shift to be in the sweet spot but 7500? man thats high
for
what? bragging rights?
- ---- Original Message ----
From:
KURT.ZOBEL@ca.comTo:
tds@brightok.netSubject: RE: Team3S: RE:
Now -> High RPMs, was-> Aftermarket ECU ...
>was -> GT-Pro Split
Second
Date: Thu, 10 Jan 2002 16:02:47 -0500
>You might be a racer
if..
> Your tach limit is ALWAYS 500 rpm below your standard
operating
>limit.
>
>Seriously, I hope you try to check out
Mitsubishi at least, and
>other racers who have tried higher rpm
operations. Other than motor
>parts strength, valve clearances, belt
strength and stretch, things
>like that need consideration. I don't think
7500 would be much
>problem, as I'm sure design allows for that much, but
much more and
>you may be in fairly virgin territory.
>
>Go
very slowly and try to log and get info from anyone else who will
>contribute. For me,
>it seems we have a lot of valve float above
7000. I just have an NA,
>but that drastic falloff in power has kept me
from trying to use
>much higher rpm. I'll go to 7200-7300 in 2nd, but
usually quit in
>3rd at 6500-6800. Possibly with a cam and better valve
springs
>higher rpm would be useful. I certainly know I would LIKE
to have
>an 8000 rpm limit. It would help a bunch at the drag strip and
on
>road courses. If the turbos already have much stiffer valve
trains,
>and the timing belt won't jump teeth, then it is probably
safe.
>
>Hope you get there, just don't want to see a nicely
modified 'dead'
>engine.
>
>Kurt
>
>
>-----Original
Message-----
>From: Todd D.Shelton [mailto:tds@brightok.net]
>Sent:
Wednesday, January 09, 2002 8:01 PM
>Cc:
Team3S@stealth-3000gt.st>Subject:
Re: Team3S: RE: Now -> Aftermarket ECU ... was -> GT-Pro
>Split
>Second Intake/ Fuel
Comuter
>
>
>-----Original Message-----
>From: Jannusch,
Matt <
mjannusch@marketwatch.com>
>To:
'aa2345@wayne.edu' <
aa2345@wayne.edu>
>Cc:
Team3S@stealth-3000gt.st <
Team3S@stealth-3000gt.st>
>Date:
Wednesday, January 09, 2002 12:32 PM
>Subject: RE: Team3S: RE: Now ->
Aftermarket ECU ... was -> GT-Pro
>Split
>Second Intake/ Fuel
Comuter
>
>
>>
>>I'll probably start with
piggyback to figure out how the car reacts
>and
>once
>>I'm satisfied that everything is working
right and I have some
>baselines to
>>go from then try the
standalone mode to increase the rev limit to
>maybe
>>7500-7800
RPM. The whole rotating assembly on my motor is balanced
>now,
so
>>I should be able to go higher with relative safety. If the
Knock
>Alert
>>works well, then I might try setting the
standalone to engage as
>low as
>4000
>>RPM and
WOT.
>
>Matt - are you taking steps to maximize hp/torque above 7000
rpm?
>Cams/cam gears etc? Just curious since generally our torque
curve
>starts taking a dive around 6500 or so. 1st/2nd gear not so
bad but
>after that .....
>
>
>>
>>It'll
take some experimenting, but I'll share my results with the
>List.
>
>Please share. I would like to have more info
about the world
>above 7K rpm! [Also the PMS and other
mods]
>
>
>-
tds
>
>http://www.brightok.net/~tds
>
>
>
>***
Info:
http://www.Team3S.com/Rules.htm
***
>
>*** Info:
http://www.Team3S.com/Rules.htm
***
>
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 18:38:45
-0800
From: Richard <
radanc@home.com>
Subject: Re: Team3S:
RE: Now -> High RPMs, was-> Aftermarket ECU ... was -> GT-Pro
Split Second
Matt dosn't do this on the stock setup. He has cam regrind
and uses
remapped ECU from G-Force (fuel and timing with rev limiter reset
to
8300.
Rich
Jim Berry wrote:
>
> ----- Original
Message -----
> From: Zobel, Kurt <
KURT.ZOBEL@ca.com>
> need
consideration. I don't think 7500 would be much problem, as I'm sure design
allows for that much, but much more and you may be
> in fairly virgin
territory.
> >
>
> > Go very slowly and try to log and
get info from anyone else who will contribute. For me,
> > it seems we
have a lot of valve float above 7000. I just have an NA, but that drastic
falloff in power has >kept me from trying to
> use much higher rpm.
I'll go to 7200-7300 in 2nd, but usually quit in 3rd at 6500->6800. Possibly
with a cam and better valve
> springs higher rpm would be useful
>
> Matt Monett says he runs his 93 TT up to 8000 on a regular basis on the
drag strip
> with a stock lifter setup --- He's the man of the moment as
far as getting results at
> the strip and to him 8 grand isn't a
problem.
>
> Jim
Berry
>
> *** Info:
http://www.Team3S.com/Rules.htm
***
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 10 Jan 2002 19:33:48
-0800
From: "Jim Berry" <
fastmax@home.com>
Subject: Re: Team3S:
RE: Now -> High RPMs, was-> Aftermarket ECU ... was -> GT-Pro Split
Second
He ran 8 grand before the regrind --- yes it requires a change to
the ECU.
The point was with stock lifter/spring setup you can run 8K without
valve
float and without pumping up the hydraulic
lifters.
Jim
Berry
==========================================
- ----- Original
Message -----
From: Richard <
radanc@home.com>
To: Jim Berry <
fastmax@home.com>
Cc: Zobel, Kurt
<
KURT.ZOBEL@ca.com>; Todd D.Shelton
<
tds@brightok.net>; <
Team3S@stealth-3000gt.st>
Sent:
Thursday, January 10, 2002 6:38 PM
Subject: Re: Team3S: RE: Now -> High
RPMs, was-> Aftermarket ECU ... was -> GT-Pro Split Second
>
Matt dosn't do this on the stock setup. He has cam regrind and uses
>
remapped ECU from G-Force (fuel and timing with rev limiter reset to
>
8300.
>
> Rich
>
> Jim Berry wrote:
> >
>
> ----- Original Message -----
> > From: Zobel, Kurt <
KURT.ZOBEL@ca.com>
> > need
consideration. I don't think 7500 would be much problem, as I'm sure design
allows for that much, but much more and you may
be
> > in fairly
virgin territory.
> > >
> >
> > > Go very
slowly and try to log and get info from anyone else who will contribute. For
me,
> > > it seems we have a lot of valve float above 7000. I just
have an NA, but that drastic falloff in power has >kept me from
trying
to
> > use much higher rpm. I'll go to 7200-7300 in 2nd, but usually
quit in 3rd at 6500->6800. Possibly with a cam and better valve
> >
springs higher rpm would be useful
> >
> > Matt Monett says he
runs his 93 TT up to 8000 on a regular basis on the drag strip
> > with
a stock lifter setup --- He's the man of the moment as far as getting results
at
> > the strip and to him 8 grand isn't a problem.
>
>
> > Jim
Berry
> >
> > *** Info:
http://www.Team3S.com/Rules.htm
***
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
End of Team3S: 3000GT &
Stealth V1
#722
***************************************
