Team3S: 3000GT & Stealth Thursday, May 30
2002 Volume 01 : Number
855
----------------------------------------------------------------------
Date:
Wed, 29 May 2002 14:31:32 -0400
From: "Ben M. Jones" <
benjones@protechgp.com>
Subject:
RE: Team3S: Logging a '95 3S - ghost in the machine
It would seem this is
good timing.
I have a 95 Stealth TT AWD with Extreme motorsports manual boost
control, ATR 3" exhaust and downpipe, K&N Filter. Rest is stock and I run
94Octane
Short time ago the car started to miss/backfire/hesitate,
overall not happy in 2nd gear and up at 3/4 throttle or more. I took the car off
the road thinking my timing belt jumped a tooth. I did a full tune up - New
Plugs(Platinum NGK), Water pump, Timing belt, etc.(it was near time anyway) The
original timing was fine but THE Problem still exists. I'm in Toronto with no
Mitsu Dealer and the Chrysler dealer has no idea what it could be. They said the
OBD doesn't give any info unless a check engine is tripped and that hasn't
happened.
Ideas?
-----Original Message-----
From: Roger
Gerl [mailto:roger.gerl@bluewin.ch]
Sent: Wed 29/05/2002 1:28 PM
To:
team3s@team3s.com Cc:
Subject: Re:
Team3S: Logging a '95 3S with LabJack
> >So any car in the
world? What is holding us second gen folks up from
> >getting
some numbers off our cars then?
You can't get numbers OUT OF THE ECU !
But you can connect a multimeter to
any wire you want ;-)
> Nothing
is stopping me now. Other than the mysterious knock sensor output
>
reading/processing/interpretation. Maybe someone could help me program
the
> LabJack or burn some chips to log more frequencies, duty cycles and
the
> ignition timing advance. I am currently looking for a frequency-DC
voltage
> converter chip.
No chance ! You need aspectrum analyzer
and programmable filter for the
knock sensor and you have to analyze an
analog audio signal and not a simple
voltage. Or build a single channel
amplifier with a bandpass filter in the
desired region. The output should
show slight voltage increase during knock.
This can then be made
visible.
Duty cycle and igntiion timign advance should not be a problem
but the
logging frequency may be not enough to measure the difference in
degrees. I
did this years ago with an RS232 board and 8 analogue inputs and
did not
come to a good and cheap solution.
Roger
93'3000GT TT
www.rtec.ch*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 29 May 2002 13:44:27
-0500
From: "Matt Jannusch" <
mjannusch@attbi.com>
Subject: Re:
Team3S: Logging a '95 3S - ghost in the machine
> Short time ago the
car started to miss/backfire/hesitate,
> overall not happy in 2nd gear and
up at 3/4 throttle or
> more. I took the car off the road thinking my
timing belt
> jumped a tooth. I did a full tune up - New Plugs
>
(Platinum NGK), Water pump, Timing belt, etc.(it was
> near time anyway)
The original timing was fine but THE
> Problem still exists.
Did
you replace the plug wires? What are the new plugs gapped to?
Plug
wires seem to last about 60,000 miles or so, and the rear bank ones
get
pretty cooked over time. Gap for running 15 psi of boost is around
.032",
wider gaps can cause some spark missing.
Those are the easiest
things to check/try, if neither of those is the
problem then we can go on
from there...
- -Matt
'95 3000GT Spyder VR4
***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 29 May 2002 15:00:31
-0400
From: "Andre Cerri" <
cerri@intersystems.com>
Subject:
Team3S: Stereo questions
New to the list and 3000GTs so 'scuse the dumb
questions or if these have
been posted before....email me direct if
appropriate.
92 3000GT SL.
Comes with a complex stereo with tape, and
a CD jack. Stereo appears to be a
bunch of preset modes and equaliser
settings. Doesn't sound too bad
considering it's age and FM. My reference
point though is higher end Alpine
head units and amps so need to know what
upgrades will be worth it.
Questions:
Can you hook a changer up to
it? Or only a portable to the jack on the
front? If the former, how? What
'brand' of changer is linkable?
What are the results like? Past
experience with quality of factory unit amps
ranges from disastrous to pretty
darn good. Any comments?
Or, failing all the above, how tough a job is it
to remove the thing totally
and just put a standard DIN unit in? What is the
stock system comprised of?
How about the quality of factory speakers?
Good replacements out there? I
seem to have a pair of rear facing units
firing backwards behind the rear
seat. is this
stock?
Cheers
Andre
92 3000GT SL convertible
***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 29 May 2002 15:43:03
-0400
From: "Mihai Raicu" <
mraicu@wayne.edu>
Subject: Team3S: RE:
Can the Apexi SAFC run 550cc injectors?
Roger,
I'm not an expert
here, but if you say that you can take the ARC2 output
signal and feed it to
the SAFC input for further processing. OK. Then,
why can we not
do the same with 2 SAFCs. In theory, we should be able
to take the
output signal from SAFC #1 and feed it to input of SAFC #2.
Then, after
further processing, we should attain the same result as with
an ARC2 and SAFC
in series.
What does the ECU do at WOT when ARC2 is connected to
it? I don't see
how the issue is any different with 2 SAFCs. If
you are referring to
timing, that can be taken care of with an ITC,
correct?
I'm just trying to understand this stuff better. If others
agree with
Roger, who knows more about these cars than I do, then, that's how
these
things work, and I'll leave it alone. If not, tell me what you
think.
- -MIHAI-
95 3000GT VR4
Date: Wed, 29 May 2002 10:24:52
+0200
From: Roger Gerl <
roger.gerl@bluewin.ch>
Subject:
Re: Team3S: RE: Can the Apexi SAFC run 550cc injectors?
The assumption is
wrong that a SAFC does anything in percentage. It's
just
to make life
easier for the user but in fact it just alters the
frequency
and voltage
of the input signal
What will the ECU do at WOT when it becomes a signal
like beeing
on 10% throttle ? The map is wrong then for sure. So the
limitation of
the
SAFC is the lowest frequency that cannot be devided
anymore.
An ARC II together with an SAFC for fine tuning can be used in
serial
connection.
Roger
93'3000GT TT
www.rtec.ch*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 29 May 2002 14:55:56
-0500
From: "
merritt@cedar-rapids.net" <
merritt@cedar-rapids.net>
Subject:
Re: Team3S: RE: Can the Apexi SAFC run 550cc injectors?
Let me sort of
ask the same question:
I have a set of 560cc injectors. Bought 'em
used.
I plan to put them in when we install 15Gs this winter.
At present,
I have Alamo intercoolers, K&N, Blitz DSBC, Blitz BOV, Stillen downpipe,
custom catback, and Supra fuel pump.
I'd like to put in some sort of
water injection system to keep things cool.
What would be the ideal A/F
controller setup for all this?
What instrumentation do I need to keep from
blowing things up?
My application is road racing, where we run WOT for 20
minutes at a time.
Rich/slow old poop
94 3000GT VR4
***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 29 May 2002 14:54:47
-0600
From: "Moe Prasad" <
mprasad01@earthlink.net>
Subject:
Re: Team3S: Hood Blisters
What color?
Rgds
Moe
- -----
Original Message -----
From: "Mike & Cathy" <
micajoco@theofficenet.com>
To:
"team3s stealth-3000gt" <
team3s@stealth-3000gt.st>
Sent:
Wednesday, May 29, 2002 10:00 AM
Subject: Team3S: Hood Blisters
>
I'am looking for a set of 1gen hood blisters if anyone has a set for
sell
> please contact me. Mike S 92 rt tt
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 29 May 2002 14:24:05
-0700
From: "fastmax" <
fastmax@cox.net>
Subject: Re: Team3S:
Logging a '95 3S - ghost in the machine
Do you have an aftermarket
boost gauge and if so what is the boost
pressure. If you don't have one, get
one, and then get back with the
information on boost
pressure.
Jim
Berry
================================================
- ----- Original
Message -----
From: "Ben M. Jones" <
benjones@protechgp.com>
>
It would seem this is good timing.
> I have a 95 Stealth TT AWD with
Extreme motorsports manual boost control, ATR 3" exhaust and downpipe, K&N
Filter. Rest is stock
and I run 94Octane
>
> Short time ago the
car started to miss/backfire/hesitate, overall not happy in 2nd gear and up at
3/4 throttle or more. I took the
car off the road thinking my timing belt
jumped a tooth. I did a full tune up - New Plugs(Platinum NGK), Water pump,
Timing belt,
etc.(it was near time anyway) The original timing was fine but
THE Problem still exists. I'm in Toronto with no Mitsu Dealer and
the
Chrysler dealer has no idea what it could be. They said the OBD doesn't
give any info unless a check engine is tripped and that
hasn't
happened.
>
> Ideas?
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 29 May 2002 23:42:53
+0200
From: "Roger Gerl" <
roger.gerl@bluewin.ch>
Subject:
Re: Team3S: RE: Can the Apexi SAFC run 550cc injectors?
> I'm not an
expert here, but if you say that you can take the ARC2 output
> signal and
feed it to the SAFC input for further processing. OK.
I said FINE
TUNING. This means to provide the ARC the 0,5% or 1% setting it
cannot
provide.
> why can we not do the same with 2 SAFCs. In theory,
we should be able
> to take the output signal from SAFC #1 and feed it to
input of SAFC #2.
> Then, after further processing, we should attain the
same result as with
> an ARC2 and SAFC in series.
Technically
you're rght ! But the signal should not be devided more due to
the error of
frequency shift. You can add one but only to gain a few percent
if any. The
output may fluctuating due to the error in the low input signal
when you want
to correct for more. As said as a fine tuning tool it works
good (like it
does for the VPC)
> What does the ECU do at WOT when ARC2 is connected
to it? I don't see
> how the issue is any different with 2
SAFCs. If you are referring to
> timing, that can be taken care of
with an ITC, correct?
The ITC is too rough IMHO, so it should only be
used for retardings in the
higher area. The output cannot be logged then of
course.
At WOT the frequency is high enough for two but I speak of the
lower region
where we would run into problems due to the extremely low
frequency the ECU
probably doesn't understand, fuel and ignition MAP wise. I
don't say it will
not work but technically there are more probems involved
with two devices
than with only one and an additional fine tuning
device.
You can easily test this with an old AFC one can get cheap that
is able to
make steps in 2%. Simply set it before the SAFC and reduce all
settings over
the rpm band to 30% (the max it can do). With the SAFC
afterwards you can
then fine tune the already low output signal (30% reduced
frequency) until
you are satisfied with the result. This should work until
the ECU gives the
Engine light as it thinks that there is something wrong
with the MAS due to
the low signal.
Roger
93'3000GT TT
www.rtec.ch*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 29 May 2002 19:40:45
-0400
From:
romachka21@netscape.net
(Roman)
Subject: Team3S: Turbo Porting & Cliping?
Since I am
ordering TEC 15G turbos instead of DR650,
I wanted to know why do people port
and clip turbos?
What does each one produce? Is it more CFM???
and How
much should I pay?
AAM want to charge me $90 for cliping each Turbo and 80
for Porting each Turbo. That sounds like alot.
I am ordering SAFC, Supra
Pump, Denso 660cc injectors, EGT gauge and 15G TEC turbos.
I chose 15G
turbos over DR650 because the difference is in $200 and a Core.
15G's are
$1900 from AAM and I do not need to return my core.
There is only 10CFM
difference between the two.
Thank you for your
responces.
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 29 May 2002 19:34:55
-0500
From: "cody" <
overclck@satx.rr.com>
Subject: RE:
Team3S: Adjustable struts
While we're at it... Has anyone run
across adjustable struts for
non-turbos??? I would LOVE to find a
set... Even if they're $1500, I
want em...
- -Cody
-
-----Original Message-----
From:
owner-team3s@team3s.com
[mailto:owner-team3s@team3s.com] On Behalf
Of
merritt@cedar-rapids.netSent:
Wednesday, May 29, 2002 10:46 AM
To: dakken; Michael, Sharon & Dashiell
Rhoden; Team3S
Subject: Re: Team3S: Adjustable
struts
>
>There are plenty of other non adjustible alternatives
out on the
market.
>You can see a wide selection of them by going
to
http://www.stealth316.com>and
looking up the links.
>
Been there, done that.
Instead of looking
up every link, finding a company that claims to have
struts, then finding out
that they are discontinued, I'd rather just
repeat the original question:
Does anyone know where we can find aftermarket struts for a 3000GT
VR4?
Who REALLY has struts available?
Is there a source for GABs anywhere
in the U.S.?
Rich/slow old poop
94 VR4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 29 May 2002 17:41:52
-0700
From: "BlackLight" <
BlackLight@Planetice.net>
Subject:
RE: Team3S: Logging a '95 3S with LabJack
I am sorry if this has been
asked already, but can this device monitor
knock?!?!?
Matt
Nelson
1994 RT TT
BlackLight@Planetice.Netwww.BlackLight.5u.com-
-----Original Message-----
From:
owner-team3s@team3s.com
[mailto:owner-team3s@team3s.com] On Behalf
Of Philip V. Glazatov
Sent:
Tuesday, May 28, 2002 11:12 PM
To:
Team3S@team3s.comSubject: Team3S:
Logging a '95 3S with LabJack
I bought a LabJack at
www.labjack.com and used it to log some data
on my
'95 TT. Check out my page
http://www-personal.umich.edu/~gphilip/labjack.html.
It
confirmed some of my suspicions about the still persisting spark
blowout. I
guess it is time to get better coils (or try copper plugs)
since
I
already have Magnecor wires and Denso Iridiums gapped at
0.032".
Questions:
1) What are those "copper plugs" that I could
buy for a dollar a piece?
I
need to know the brand, the heat range and
where to buy them.
2) What has been concluded during those recent
aftermarket ignition coil
tests? Should I get the Accell 6-pack from the
GN or should I get the
Accell individual motorcycle coils? If I buy the GN
6-pack, and then
decide
to still upgrade to the DIS-4 HO, will I be
biting my elbows that I did
not
get the individual motorcycle
coils?
3) Do you guys think my O2 readings are normal? I hope my O2
sensors are
okay. I ran my SAFC at the +5% richer setting across the
board. The
front
O2 is acting weird - it reads a little leaner than the
rear. It also
sometimes lags and sometimes leads the readings of the rear
O2, which
seems
to be a little more stable. I hope to get more stable O2
readings once I
fix that ignition.
Thanks,
Philip
'95
Red R/T TT
Apexi AVC-R, S-AFC, S-ITC
Magnecor wires, Denso Iridiums gapped
at 0.032"
Everything else is almost stock
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 29 May 2002 21:48:16
-0400
From: "Bill vp" <
billvp@highstream.net>
Subject:
RE: Team3S: RE: Can the Apexi SAFC run 550cc injectors?
Are you saying
that if you use the ITC, then you cannot see the retarding on
the
pocketlogger (for all cars)? So the pocketlogger see basically what
the
value is before the retarding --- what the ECM is seeing I presume, which
is
to prevent the ECM from attempting to advance the timing back to what
it
feels is correct??
- -----Original Message-----
From:
owner-team3s@team3s.com
[mailto:owner-team3s@team3s.com]On Behalf
Of Roger Gerl
Sent: Wednesday,
May 29, 2002 5:43 PM
To:
Team3S@stealth-3000gt.stSubject:
Re: Team3S: RE: Can the Apexi SAFC run 550cc injectors?
> timing, that
can be taken care of with an ITC, correct?
The ITC is too rough IMHO, so
it should only be used for retardings in the
higher area. The output cannot
be logged then of course.
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 29 May 2002 21:58:12
-0400
From: "Philip V. Glazatov" <
gphilip@umich.edu>
Subject: RE:
Team3S: Logging a '95 3S with LabJack
No knock logging. But...
A
laptop sound card would be a perfect tool to use to log knock. Could any
of
the geeks on the list write a software for it?
Philip
At 20:41
5/29/2002, BlackLight wrote:
>I am sorry if this has been asked already,
but can this device monitor
>knock?!?!?
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 29 May 2002 22:01:46
-0400
From: "Philip V. Glazatov" <
gphilip@umich.edu>
Subject: RE:
Team3S: RE: Can the Apexi SAFC run 550cc injectors?
You can use a simple
oscilloscope to verify if the ITC works. I will try it
when I get a
chance.
Philip
>The ITC is too rough IMHO, so it should only be
used for retardings in the
>higher area. The output cannot be logged then
of course.
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 29 May 2002 22:01:46
-0400
From: "Philip V. Glazatov" <
gphilip@umich.edu>
Subject: RE:
Team3S: RE: Can the Apexi SAFC run 550cc injectors?
You can use a simple
oscilloscope to verify if the ITC works. I will try it
when I get a
chance.
Philip
>The ITC is too rough IMHO, so it should only be
used for retardings in the
>higher area. The output cannot be logged then
of course.
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 29 May 2002 22:53:32
-0400
From: "Ben M. Jones" <
benjones@protechgp.com>
Subject:
RE: Team3S: Logging a '95 3S - ghost in the machine
The wires are
Magnecor installed about 25,000km ago. Pretty sure the plugs were at .32 before
replacing them and still had problem
-----Original Message-----
From:
Matt Jannusch [mailto:mjannusch@attbi.com]
Sent: Wed 29/05/2002 2:44 PM
To:
team3s@team3s.com Cc:
Subject: Re: Team3S: Logging a '95 3S - ghost in the machine
>
Short time ago the car started to miss/backfire/hesitate,
> overall not
happy in 2nd gear and up at 3/4 throttle or
> more. I took the car off the
road thinking my timing belt
> jumped a tooth. I did a full tune up - New
Plugs
> (Platinum NGK), Water pump, Timing belt, etc.(it was
> near
time anyway) The original timing was fine but THE
> Problem still
exists.
Did you replace the plug wires? What are the new plugs
gapped to? Plug
wires seem to last about 60,000 miles or so, and the
rear bank ones get
pretty cooked over time. Gap for running 15 psi of
boost is around .032",
wider gaps can cause some spark missing.
Those
are the easiest things to check/try, if neither of those is the
problem then
we can go on from there...
-Matt
'95 3000GT Spyder
VR4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 29 May 2002 22:54:37
-0400
From: "Ben M. Jones" <
benjones@protechgp.com>
Subject:
RE: Team3S: Logging a '95 3S - ghost in the machine
Yes aftermarket
Extreme XBC running about 18psi
-----Original Message-----
From:
fastmax [mailto:fastmax@cox.net]
Sent: Wed 29/05/2002 5:24 PM
To: Ben M.
Jones;
team3s@team3s.com Cc:
Subject: Re: Team3S: Logging a '95 3S - ghost in the machine
Do you
have an aftermarket boost gauge and if so what is the boost
pressure.
If you don't have one, get one, and then get back with the
information on
boost pressure.
Jim
Berry
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 29 May 2002 20:10:48
-0700
From: "fastmax" <
fastmax@cox.net>
Subject: Re: Team3S:
Logging a '95 3S - ghost in the machine
What happens when you drop the
boost to 12 psi ?????????
Jim
Berry
=================================================
- ----- Original
Message -----
From: "Ben M. Jones" <
benjones@protechgp.com>
>
Yes aftermarket Extreme XBC running about 18psi
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Wed, 29 May 2002 20:40:51
-0700
From: Damon Rachell <
damonr@mefas.com>
Subject: Team3S:
450cc injectors for sale...
I've got 7 450cc injectors from a 1st gen DSM
with under 60K miles on
them. I'm asking $120 plus shipping. Let
me know privately if you're
interested. This is a great upgrade for
stock turbos or 13Gs. I've
heard, but don't know for sure, that you
can run atleast 15-16 psi to
redline with 450s and a S-AFC (turbo flow
permitting).
Thanks
Damon
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 00:50:40
-0400
From: "Philip V. Glazatov" <
gphilip@umich.edu>
Subject: RE:
Team3S: Logging a '95 3S with LabJack
He-he! I AM GOING TO LOG
KNOCK.
I can convert a .wav sound file into plain ASCII text with the
GoldWave
software. The sampling rate of 96 kHz is not a problem for the
sound card
and knock has a frequency in the 10K - 20K Hz range. Stereo means
that two
channel logging is possible, knock and crank position or whatever I
want,
maybe boost. I need to use voltage dividers on both channels to reduce
voltage to the millivolt level that the sound card can handle.
Yahoo-oo!
Philip
At 21:58 5/29/2002, Philip V. Glazatov
wrote:
>A laptop sound card would be a perfect tool to use to log knock.
Could any
>of the geeks on the list write a software for
it?
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 01:13:16
-0400
From: "Philip V. Glazatov" <
gphilip@umich.edu>
Subject: RE:
Team3S: Logging a '95 3S with LabJack
If there are any volunteers to help
me, here is a link to the page of the
guy who tried a similar thing on a
DSM. He verified that he indeed was
listening to knock by also logging knock
sum with a TMO logger.
http://home.netcom.com/~bsundahl/knock/sound/KnockSounds.htmPhilip
At
00:50 5/30/2002, Philip V. Glazatov wrote:
>He-he! I AM GOING TO LOG
KNOCK.
>
>I can convert a .wav sound file into plain ASCII text with
the GoldWave
>software. The sampling rate of 96 kHz is not a problem for
the sound card
>and knock has a frequency in the 10K - 20K Hz range.
Stereo means that two
>channel logging is possible, knock and crank
position or whatever I want,
>maybe boost. I need to use voltage dividers
on both channels to reduce
>voltage to the millivolt level that the sound
card can handle. Yahoo-oo!
>
>Philip
>
>At 21:58
5/29/2002, Philip V. Glazatov wrote:
>>A laptop sound card would be a
perfect tool to use to log knock. Could
>>any of the geeks on the list
write a software for it?
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 00:38:27
-0500
From: "Matt Jannusch" <
mjannusch@attbi.com>
Subject: Re:
Team3S: Logging a '95 3S - ghost in the machine
> Yes aftermarket
Extreme XBC running about 18psi
18 psi is generally too high on pump gas
unless you have water injection or
alcohol injection. Try 15 psi.
If that's better, then stick with the boost
there. You are probably
getting severe knock at 18 psi.
- -Matt
'95 3000GT Spyder
VR4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 01:59:30
-0500
From: "cody" <
overclck@satx.rr.com>
Subject: RE:
Team3S: Any experience on upgrading a 1991 Stealth RT T/T with a 2000 Model
Mitsubishi 3000 GT twinturbo engine ?
Transmission Will bolt up
fine. The ECU's are different, in that
earlier model years will be
looking for Cam angle sensor input, whereas
later model ECU's will be looking
for acrank angle sensor... Not sure
on the electrical or signal
difference between the two....
- -Cody
- -----Original
Message-----
From: Bob Forrest [mailto:bf@bobforrest.com]
Sent:
Wednesday, May 29, 2002 10:47 AM
To:
Team3S@Stealth-3000GT.stCc: cody;
'Primus Motor AS'
Subject: Re: Team3S: Any experience on upgrading a 1991
Stealth RT T/T
with a 2000 Model Mitsubishi 3000 GT twinturbo engine
?
> -----Original Message-----
> From:
owner-team3s@team3s.com
[mailto:owner-team3s@team3s.com] On
Behalf
> Of Primus Motor AS
>
I am a norwegian car dealer located in Oslo, Norway.---snip---
> My
customer has just been offered to buy a 2000 Model (produced
19.
April
1999) twin turbo Engine (320 HP) from a Mitsubishi 3000 GT, VIN
#
MJZ16AXY000170) originally delivered with a 6 speed manual
transmission.
> The engine comes without the transmission. Will this
engine fit into
the
1991 Model, with no modification to the electrical
system, engine
computer,
etc. (i.e. will all the electrical connectors
etc. be the same ?) Can
the 5
speed transmission in the 1991 Model be
mounted directly onto the engine
?
Do you forsee any other problems that
he might get in doing such a
upgrade ?
> Thank you very much for your
assistance.
> Best regards,
> Roger L. Skoglund
-
----------------------->
- ----- Original Message -----
From: "cody"
<
overclck@satx.rr.com>
To:
"'Primus Motor AS'" <
info@primusmotor.no>;
<
Team3S@Stealth-3000GT.st>
>
It can be done, however at great extents. The main
electrical
difference
between the two is the '91 car will have a Cam Angle
Sensor, whereas the
later model will have a Crank Angle Sensor. Other
than that, there are
very
few differences that would have an effect
on
swapping the engines. The way to circumvent this would be to
install
the
Cam angle sensor on the rear head of the later model engine,
and all
that
would be associated with it (I am not for sure, as I have
never done
that).
I suppose there are other ways around it, although I am
not 100%
sure....
> -Cody
- ----------------------->
But will
a 2nd gen engine bolt up to a 1st gen tranny with no problems?
What about OBD
issues? And are the ECUs compatible?
- --Forrest
***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 10:20:25
+0200
From: Roger Gerl <
roger.gerl@bluewin.ch>
Subject:
RE: Team3S: Logging a '95 3S with LabJack
At 00:50 30.05.2002 -0400,
Philip V. Glazatov wrote:
>He-he! I AM GOING TO LOG KNOCK.
Some of
us did already :)
>I can convert a .wav sound file into plain ASCII
text with the GoldWave
>software. The sampling rate of 96 kHz is not a
problem for the sound card
>and knock has a frequency in the 10K - 20K Hz
range.
Knock glitch is running from 7.5khz down to 5.5khz with lowering
amplitude
and sampling is indeed no problem. Hopefully the amplifier for the
microphone input is not doing any bad to the signal. I found different
signals with the older compared to the newer notebook. Just try to find
out. The data from Bill is what came close to my data I once analyzed (got
lost at the HD crash of the old notebook)
> Stereo means
that two channel logging is possible, knock and crank
> position or
whatever I want, maybe boost. I need to use voltage dividers
> on both
channels to reduce voltage to the millivolt level that the sound
> card
can handle. Yahoo-oo!
Nono, just concentrate on the bandpass for
knocksensing and synchronize it
with the rpm (or ignition) to be able to get
a number that is valid.
Otherwise, you're logging false knock. The other
stuff can be logged with
the analog/digital data capturing easily.
A
bandpass filter can be calculated and implemented pretty easily. If you
have
an ASCII file and can properly identify knock, then a program can be
written. But believe me, it's not that easy at its sounds as you don't have
any reference. Ypou must indeed run into hesitation and heavy knock to find
the area to be checked or you have another datalogger where the time stamp
is the reference that can be used for knock identifying. I have been there
about 1.5 years ago and just runned out of time for doign more and since I
have the datalogger I had no need to do more.
Good
luck
Roger
93'3000GT TT
www.rtec.ch*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 10:26:51
+0200
From: Roger Gerl <
roger.gerl@bluewin.ch>
Subject:
RE: Team3S: RE: Can the Apexi SAFC run 550cc injectors?
At 22:01
29.05.2002 -0400, Philip V. Glazatov wrote:
>You can use a simple
oscilloscope to verify if the ITC works. I will try
>it when I get a
chance.
I do not often carry an oscilloscope in the car and there is no
doubt the
ITC will work for sure ! But a Datalogger is only recording the
timing it
sets and not what reaches the ignition. If you set a device in
between the
ECU and the ignition module the data logged is wrong then. Of
course you
can use two digital inputs (optocoupling needed on all digital
inputs
please), one before and one after the ITC to correct the logged
timing
advance. Big project ahaead ;-) I've already been there but simply
have no
time anymore for more development.
Roger
93'3000GT
TT
www.rtec.ch*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 10:26:51
+0200
From: Roger Gerl <
roger.gerl@bluewin.ch>
Subject:
RE: Team3S: RE: Can the Apexi SAFC run 550cc injectors?
At 22:01
29.05.2002 -0400, Philip V. Glazatov wrote:
>You can use a simple
oscilloscope to verify if the ITC works. I will try
>it when I get a
chance.
I do not often carry an oscilloscope in the car and there is no
doubt the
ITC will work for sure ! But a Datalogger is only recording the
timing it
sets and not what reaches the ignition. If you set a device in
between the
ECU and the ignition module the data logged is wrong then. Of
course you
can use two digital inputs (optocoupling needed on all digital
inputs
please), one before and one after the ITC to correct the logged
timing
advance. Big project ahaead ;-) I've already been there but simply
have no
time anymore for more development.
Roger
93'3000GT
TT
www.rtec.ch*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 04:35:04
EDT
From:
Keisuke6G72@aol.comSubject: Team3S:
Pictures of Wheels and Tires
-
--part1_164.e6f70f9.2a273e38_boundary
Content-Type: text/plain;
charset="US-ASCII"
Content-Transfer-Encoding: 7bit
Hey guys , finally
got my pics of the wheels and tires posted on a friends
website. Only
one wheel has a chip in it which is detailed in the second
pic.
<A
HREF="
http://www.geocities.com/spawn1882/IM000287.JPG">http://www.geocities.com/spawn1882/IM000287.JPG</A>
<A
HREF="
http://www.geocities.com/spawn1882/IM000289.JPG">http://www.geocities.com/spawn1882/IM000289.JPG
</A>
Im looking for $200 for all 4 tires and wheels.
If interested still write me
back.
Scott
***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 10:35:26
+0200
From: Roger Gerl <
roger.gerl@bluewin.ch>
Subject:
RE: Team3S: RE: Can the Apexi SAFC run 550cc injectors?
At 21:48
29.05.2002 -0400, Bill vp wrote:
>Are you saying that if you use the ITC,
then you cannot see the retarding on
>the pocketlogger (for all
cars)? So the pocketlogger see basically what the
>value is before
the retarding --- what the ECM is seeing I presume, which is
>to prevent
the ECM from attempting to advance the timing back to what it
>feels is
correct??
Hmm, wait, I guess I was wrong !
I just reworked the
manual and recognized that the ITC also changes the
INPUT signals (crank and
cam angle) and not the output of the ECU !!
Therefore the logged data for
timing should be correct (for the
Pocketlogger only of course, the TMO data
is off) like it is for the fuel
stuff changed by an AFC or so.
Sorry
for the confusing.
Roger
93'3000GT TT
www.rtec.ch*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 07:13:58
-0500
From: "cody" <
overclck@satx.rr.com>
Subject: RE:
Team3S: RE: Can the Apexi SAFC run 550cc injectors?
Wht would be the
difference between the pocket logger and the TMO???
Don't they both read info
straight from the ECU???
Also, change will still not be displayed in the
ECU I believe... for
instance, if the ECU is retarding timing 15
degrees due to appropriate
knock/whatever reason it has (taken from
airflow/knock sums I would
assume), and you change the data given to it, IE
the crank angle sensor
input, it is still going to retard timing the same
amount as it had
before, only it will be in addition to the degree of which
the ITC is
set at. You still see the same degree of timing
advance/retard in the
ECU.
- -Cody
- -----Original
Message-----
From:
owner-team3s@team3s.com
[mailto:owner-team3s@team3s.com] On Behalf
Of Roger Gerl
Sent: Thursday,
May 30, 2002 3:35 AM
To: Bill vp
Cc: team3/S
Subject: RE: Team3S: RE:
Can the Apexi SAFC run 550cc injectors?
At 21:48 29.05.2002 -0400, Bill
vp wrote:
>Are you saying that if you use the ITC, then you cannot see
the
retarding on
>the pocketlogger (for all cars)? So the
pocketlogger see basically
what the
>value is before the retarding ---
what the ECM is seeing I presume,
which is
>to prevent the ECM from
attempting to advance the timing back to what
it
>feels is
correct??
Hmm, wait, I guess I was wrong !
I just reworked the
manual and recognized that the ITC also changes the
INPUT signals (crank and
cam angle) and not the output of the ECU !!
Therefore the logged data for
timing should be correct (for the
Pocketlogger only of course, the TMO data
is off) like it is for the
fuel
stuff changed by an AFC or
so.
Sorry for the confusing.
Roger
93'3000GT TT
www.rtec.ch*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 14:31:49
+0200
From: Roger Gerl <
roger.gerl@bluewin.ch>
Subject:
RE: Team3S: RE: Can the Apexi SAFC run 550cc injectors?
At 07:13
30.05.2002 -0500, cody wrote:
>Wht would be the difference between the
pocket logger and the TMO???
>Don't they both read info straight from the
ECU???
The Pocketlogger seems to have a correction for the 6 cyl engines
while the
TMO is made for the 4 cyl DSMs.
>Also, change will still
not be displayed in the ECU I believe... for
>instance, if the ECU
is retarding timing 15 degrees due to appropriate
>knock/whatever reason
it has (taken from airflow/knock sums I would
>assume), and you change the
data given to it, IE the crank angle sensor
>input, it is still going to
retard timing the same amount as it had
>before, only it will be in
addition to the degree of which the ITC is
>set at. You still see
the same degree of timing advance/retard in the
>ECU.
You got the
point and you're absolutely correct :) The ECU is always
"thinking" it gets
real information from the cam and crank sensor. So if it
retards the timing
by 15 degrees it fires the sparks later than with 0. Now
if the ITC changes
the signals comming from the sensors like 1 degree
retard, this means that
the ECU receives the sensor signals 1 degree later
than the original signal.
This with the retard of 15 degree results in 16
degrees.
As the ITC
is rpm related this timing change is set for the different rpm
areas.
Therefore, if one sets 0 at 4000 and -4 at 5000, the additional
retard at
4500 is 2 degrees. The timing on the Pocketlogger may report 24
degrees
advance timing but the real output will be 22 degrees as the input
signal
has been changed by the ITC and this is the reference for the ECU.
As
mentioned, when the air signal is changed this is visible in the
datastream
of the loggers. But the timing is what the ECU is setting, i.e.
the output
signal. Therefore the signal for the ignition module is 24
degrees advanced
for the output but the reference given is already 2
degrees behind what
results in a real 22 degree advanced timing.
... I guess I also see
clearer now ;-)
Roger
93'3000GT TT
www.rtec.ch*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 09:03:54
-0400
From:
romachka21@netscape.net
(Roman)
Subject: RE: Re: Team3S: Turbo Porting & Cliping?]
Thanks
for the advice,
Thats exactly what I thought, turbo will not be balanced
after it is cliped unless TEC does it in the shop. Is that a correct statement?
They will balance them after they are cliped?
But my original question
is:
What does Cliping do to the CFM and what does Porting do to the
CFM?
If the 15G Turbos are rated at 405 CFM based on the Jeff's Website Will
they be about 425 CFM after Porting and Cliping?
Can someone explain the
process and can Porting be done your self?
Thank you.
Roman
G.
94 VR-4
"John Paul Dauber" <
jpdauber@earthlink.net>
wrote:
>Roman,
> You can't really do either. I would suggest you
take some time and learn
>a bit more about the car you are attempting to
build. I am not attempting to
>demean you but I don't think you know
enough to be doing this. When you clip
>a turbo you actually clipping the
wheel...even if you could clip it you
>would have to rebalance the turbo.
Also...nobody reaally wants old turbo
>cores. You might be able to get
$150 for them. The $600 core charge is
>really only there to ensure that
you return your cores. It is really
>difficult to manufacture turbos when
you don't get your cores back. If it
>was easy to rebuild them into 13Gs
and sell them....why is it that only
>Dynamic does it? Do you really think
you can do it cheaper than they can?
>
>JP
***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 10:15:37
-0500
From: "Matt Jannusch" <
mjannusch@attbi.com>
Subject: Re:
Team3S: Any experience on upgrading a 1991 Stealth RT T/T with a 2000 Model
Mitsubishi 3000 GT twinturbo engine ?
> Transmission Will bolt up
fine. The ECU's are different, in that
> earlier model years will be
looking for Cam angle sensor input, whereas
> later model ECU's will be
looking for acrank angle sensor... Not sure
> on the electrical or
signal difference between the two....
My '95 uses both a crank angle
sensor and a cam angle sensor. I think most
of the 2nd generation cars
should be like that, but not sure.
- -Matt
'95 3000GT Spyder
VR4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 11:35:31
-0400
From: "Ben M. Jones" <
benjones@protechgp.com>
Subject:
RE: Team3S: Logging a '95 3S - ghost in the machine
Will try it. I do run
only 94Octane
How can you tell if your getting extreme knock? I can't hear
anything nasty.
-----Original Message-----
From: Matt Jannusch
[mailto:mjannusch@attbi.com]
Sent: Thu 30/05/2002 1:38 AM
To: Ben M.
Jones;
team3s@team3s.com Cc:
Subject: Re: Team3S: Logging a '95 3S - ghost in the machine
> Yes
aftermarket Extreme XBC running about 18psi
18 psi is generally too high
on pump gas unless you have water injection or
alcohol injection. Try
15 psi. If that's better, then stick with the boost
there. You
are probably getting severe knock at 18 psi.
-Matt
'95 3000GT Spyder
VR4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 10:47:49
-0500
From: "Matt Jannusch" <
mjannusch@attbi.com>
Subject: Re:
Team3S: Logging a '95 3S - ghost in the machine
> Will try it. I do
run only 94Octane
> How can you tell if your getting extreme knock? I
can't hear anything
nasty.
Missing, backfiring, hesitation...
All potential signs of serious knock.
Hopefully you didn't crack any pistons
in the process. It is unfortunately
very easy to do on these
cars.
- -Matt
'95 3000GT Spyder VR4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 09:40:45
-0700
From: "Gross, Erik" <
erik.gross@intel.com>
Subject:
Team3S: Clutch Drag (long)
Hi guys,
How do I diagnose excessive
clutch drag when the clutch is in the disengaged
position, and if present,
how do I correct it?
I bought a new (to me) VR-4 last week and am in the
process of finding any
quirks with the car. In general, the
transmission feels great - synchros
seem fine and there are no leaks anywhere
in the drivetrain. Sometimes the
shifter feels a little notchy, as most
VR-4s I've driven do, especially when
cold.
However, every once
in a while it seems a little harder to get into gear,
mainly on upshifts and
when shifting into 1st or reverse when stopped. I
always double-clutch
and rev-match when downshifting, and the shifter glides
into position with
little effort upon downshifting.
I was thinking that maybe the shifter
linkage just needed to be adjusted,
and I was going to look at that this
weekend.
Last night when I was parking, though, I pulled the car into my
garage,
which has a very slight backward slope. Meaning that if I put
the car in
neutral with no brakes, it will slowly roll backwards, unless it's
been
sitting for a while and the brake pads are a little stuck to the
rotors.
After pulling the car all the way in, I depressed the clutch and
pulled on
the gear shift to get it out of 1st. It wouldn't go.
Tried with a little
more effort... no go. Then, with the clutch on the
floor and the tranny in
1st, I let off the brakes. The car didn't roll
backwards. But it didn't
roll forward, either. Clutch still on
the floor, and I tried one more time
to get it out of 1st, and this time it
popped out when I pulled the gear
shift toward neutral. Then I let out
the clutch like normal and just for
grins, I let go of the brakes. The
car immediately started slowly rolling
backwards.
Thus, based on the
fact that the tranny was very hard to get out of first
and that the car
didn't roll backwards when the clutch was fully depressed,
I'm guessing that
the clutch wasn't fully disengaged. The thing that
confuses me is that
this is intermittent... if the clutch were out of
adjustment, wouldn't
it happen all the time?
Other than the above occasional symptoms (clutch
drag?), everything feels
fine. The engagement point of the clutch seems
ok, pedal pressure seems ok,
it chatters a tiny bit when cold, but is great
when warm.
Do I just need to adjust something? If so, what?
I know how to adjust the
clutch pedal height, but is there something else I
need to adjust (anything
at the slave cylinder)? I'll get my manuals
out and look around when I get
home from work...
Thanks,
-
--Erik
'95 Black on White VR-4 (parts)
'95 White on Black VR-4
(whee!)
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 09:55:03
-0700
From: "dakken" <
dougusmagnus@attbi.com>
Subject:
Re: Team3S: Clutch Drag (long)
I had a little clutch drag with my car
when I first bought it. It didn't
show up all the time. Just once
in a while the clutch would not fully
disengage so the car did not want to
shift into or out of gear. When I
pulled the cap off of my clutch
resevor, I saw that the fluid was so dirty
that it was black. I emtied
the resevor, cleaned it out with a lint free
cloth (it looked like it had 10
years of dirt and gunk in it), replaced all
the clutch fluid and bled the
system thoroughly. The problem was fixed
after that.
Doug
92
Stealth RT TT
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 10:31:16
-0700
From: "Erik Petterson" <
erik@microworks.net>
Subject: Re:
Team3S: Stereo questions
>My reference point though is higher end
Alpine
>head units and amps so need to know what upgrades will be worth
it.
Alpine is too expensive for what you get, if you want top of the line
and you're going to spend serious money, look at Eclipse head
units.
>Questions:
>Past experience with quality of factory unit
amps
>ranges from disastrous to pretty darn good. Any
comments?
Stock sucks.
>How about the quality of factory
speakers?
Not too shabby, but again look to upgrading to aftermarket
speakers.
>Good replacements out there?
Infinity kappa 6.5's is
what I have, they are great. Although I've only installed these speakers
in the front doors, and the rear stock speakers complement them pretty
well. It's really up to you on how much you want to spend and how much
time you want to put into it. I decided not to upgrade the rear speakers
since mine requires removing about the entire back seat/pannels and I didn't
feel like doing all of that at the time.
>I seem to have a pair of
rear facing units firing backwards behind the rear seat. is this
stock?
No, I am pretty sure that the car comes with 4 speakers only(2 in
front doors, and 2 by back headrests).
You have a convertible, all
the more reason to show off a great sound system.
>Andre
>92
3000GT SL convertible
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 10:42:31
-0700 (PDT)
From: Geoff Mohler <
gemohler@www.speedtoys.com>
Subject:
Re: Team3S: Stereo questions
Depends on your point of view. Alpine
is relatively affordable, and the
quality cant be questioned..its just good
stuff.
You shouldnt enforce your views is cost/quality on others, as
others may
have a different goal that you.
A # of people here have
been able to experience the Jeep, very non-flashy,
but quality and "effect"
you cant find in other vendors.
IMHO, YMMV..etc.
On Thu, 30 May
2002, Erik Petterson wrote:
> >My reference point though is higher
end Alpine
> >head units and amps so need to know what upgrades will be
worth it.
>
> Alpine is too expensive for what you get, if you want
top of the line and you're going to spend serious money, look at Eclipse
head units.
>
> >Questions:
> >Past experience with
quality of factory unit amps
> >ranges from disastrous to pretty darn
good. Any comments?
>
> Stock sucks.
>
> >How about
the quality of factory speakers?
>
> Not too shabby, but again
look to upgrading to aftermarket speakers.
>
> >Good
replacements out there?
>
> Infinity kappa 6.5's is what I have,
they are great. Although I've only installed these speakers in the front
doors, and the rear stock speakers complement them pretty well. It's
really up to you on how much you want to spend and how much time you want to put
into it. I decided not to upgrade the rear speakers since mine requires
removing about the entire back seat/pannels and I didn't feel like doing all of
that at the time.
>
> >I seem to have a pair of rear facing
units firing backwards behind the rear seat. is this stock?
>
> No,
I am pretty sure that the car comes with 4 speakers only(2 in front doors, and 2
by back headrests).
>
>
> You have a convertible, all the
more reason to show off a great sound system.
>
> >Andre
>
>92 3000GT SL convertible
- ---
Geoff Mohler
Lots of cars..and
race them all. Dont you?
Got Brakes? I've got
savings!
Porterfield parts catalog online now at
http://www.speedtoys.com-
---
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 10:38:23
-0700
From: "BlackLight" <
BlackLight@Planetice.net>
Subject:
RE: Team3S: Logging a '95 3S - ghost in the machine
S#!t. I was assuming
that my backfiring was because of spark blowout.
I've pegged at about 1.1 bar
on stock fuel system and a hotwired fuel
pump and it does backfire sometimes,
but I'm running stock spark gap
still (.042 right?) because I was waiting for
my ignition and rest of my
fuel system to dig into there. So at that kind of
boost level is it more
likely spark blowout or severe knock???
I need
some help here because I'm going to the strip on Monday and need
all the
advice I can get! Should I run the car dry and put in some 104
or 110 for my
day at the track?????
Matt Nelson
1994 RT TT
BlackLight@Planetice.Netwww.BlackLight.5u.com-
-----Original Message-----
From:
owner-team3s@team3s.com
[mailto:owner-team3s@team3s.com] On Behalf
Of Matt Jannusch
Sent:
Thursday, May 30, 2002 8:48 AM
To: Ben M. Jones;
team3s@team3s.comSubject: Re: Team3S:
Logging a '95 3S - ghost in the machine
> Will try it. I do run only
94Octane
> How can you tell if your getting extreme knock? I can't hear
anything
nasty.
Missing, backfiring, hesitation... All potential
signs of serious
knock. Hopefully you didn't crack any pistons in the
process. It is
unfortunately very easy to do on these cars.
-
-Matt
'95 3000GT Spyder VR4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 12:57:46
-0500
From: "Matt Jannusch" <
mjannusch@attbi.com>
Subject: Re:
Team3S: Logging a '95 3S - ghost in the machine
> S#!t. I was assuming
that my backfiring was because of spark blowout.
> I've pegged at about
1.1 bar on stock fuel system and a hotwired fuel
> pump and it does
backfire sometimes, but I'm running stock spark gap
> still (.042 right?)
because I was waiting for my ignition and rest of my
> fuel system to dig
into there. So at that kind of boost level is it more
> likely spark
blowout or severe knock???
It could be spark blowout if you are still
running the stock plug gaps at 1
bar of boost. The stock fuel pump
kinda sucks, even when hotwired. I'd
upgrade that ASAP with a Supra
pump. It could be a combination of knock and
blowout. 1.1 bar is
a little risky on the stock fuel setup and no
datalogging. It could be
fine, or it could be giving you lots of knock. No
way to know for sure,
unfortunately on the 1994-1995 models unless you have
something that'll log
timing advance for you.
When you "hotwired" the fuel pump, did you just
jumper the fuel pump relay
to not flow through the resistor at all, or did
you run heavy gauge wire all
the way back to the pump from the battery and
hook up a relay at the pump to
turn it on? If you did it the first way,
that really doesn't help much.
The second way is much more beneficial in
making the pump flow better.
> I need some help here because I'm going
to the strip on Monday and need
> all the advice I can get! Should I run
the car dry and put in some 104
> or 110 for my day at the
track?????
If your car is having some problems, I wouldn't recommend
going to the
dragstrip. Anything that's a minor problem on the street
is going to turn
into a very serious problem in a hurry at the strip.
If you do decide to go
to the strip, higher octane fuel will solve the
problem if it actually is
knock/detonation that you are running into.
104 octane should be sufficient
for up to 1.3 bar at least.
YMMV.
Get your plugs gapped down to .030-032" before you go to the
dragstrip for
sure.
The easy way to get any low octane fuel out of
your tank for putting in race
fuel is to take the return line hose off the
fuel pressure regulator, run a
piece of hose from the FPR to an empty gas can
and then run a jumper wire
between the fuel pump test connector by the
battery (black connector between
battery and firewall) to the positive
terminal on the battery and pump the
fuel out that way.
- -Matt
'95
3000GT Spyder VR4
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 30 May 2002 12:23:09
-0600
From: Desert Fox <
bigfoot@simmgene.com>
Subject: Re:
Team3S: Stereo questions
I'll toss in my coin here as I just replaced
dash and door speakers plus
added an Infinity BassLink 200 watt self powered
subwoofer several weeks
ago.
I THINK the changer in our VR-4s is a
Pioneer. You would have to look on the
back panel of the head unit to see if
there is a DIN connection for the
changer. Most likely, there isn't and you
would be best off going with a
changer that does RF modulation.
There
are 6 plugs on the back of my head unit. One for the telescoping
antenna, one
for the rear window antenna (comprising the "Diversity System"
for getting
best possible RF reception), one for the main wiring harness,
one for the
anti-theft, and 2 DIN connectors, one going to the CD changer
and one going
to the amp.
I had a 10 pack changer in a Ford F150 that used this hookup
and it was
great. I've seen 6 pack CD changers with this RF modulator for
under $90.
Although the factory amp in my car isn't exactly what I would
call
fantastic, it certainly works just fine. I think it is 210 watts. My
problem
was that my dash speakers were shot. After finding several candidates
to
replace them with, I settled on the JBL GTO220, which is a 2.5" cone with
a
1" titanium tweeter. So that gives me two way in the dash and covers
from
300-21Khz. Then I discovered that my left side door speaker wasn't
pumping
out hardly any sound. So after looking long and hard at the Infinity
Kappa
63.2, 63.3 and all their other recent permutations, I decided on going
with
a straight 6.5" midrange speaker since I already had the high end
covered
with the dash speakers. Kicker R6c is their 6.5" midrange that has a
cone in
the middle which unscrews so that you could screw a tweeter in to the
center
to have a coax speaker. Kicker R6c to each door. One weird thing that
I
notice is that the left door speaker puts out more volume at a given
level
than does the right side. Rear 6x9 speakers were still kicking so I
left
them for now, although I did tear them completely out to photograph
and
measure. One thing that I have done that is really sweet is to add a
bunch
of Roadkill (like DynaMatt) dampening material to the bare metal
sections of
the rear strut towers, inside the 6x9 speaker boxes, on the floor
behind the
front seats, under the carpet, covered the metal under the spare
tire,
covered the rear deck under where I installed the BassLink and behind
the
door speakers on the outer panel of the doors. Cuts down on road noise by
a
pretty decent margin.1
Although the BassLink has inputs for both RCA
and line-level, I spliced a
line output converter onto the wiring harness at
the amp so that I could
fine tune the level to the BassLink and use RCA patch
cords for the run to
the rear. The BassLink turns the entire rear end of the
VR-4 into a huge
speaker box. I have the controls set down to almost a
minimum and it is
still thumpin' loud...
Were there some 3000GT with
an 8 speaker system? Yours is a convertible with
4 speakers?
As far as
replacing the whole kit and caboodle, it is pretty
straightforward. After
pulling the trim ring from the head unit, 4 screws
come out and you pull the
head unit. If I was going to replace that much,
I'd rewire with larger gauge
speaker wire too.
on 5/29/02 1:00 PM, Andre Cerri at
cerri@intersystems.com
scribbled:
> New to the list and 3000GTs so 'scuse the dumb questions
or if these have
> been posted before....email me direct if
appropriate.
>
> 92 3000GT SL.
> Comes with a complex stereo
with tape, and a CD jack. Stereo appears to be a
> bunch of preset modes
and equaliser settings. Doesn't sound too bad
> considering it's age and
FM. My reference point though is higher end Alpine
> head units and amps
so need to know what upgrades will be worth it.
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
End of Team3S: 3000GT &
Stealth V1
#855
***************************************
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