Team3S: 3000GT & Stealth Friday, June 21
2002 Volume 01 : Number
876
----------------------------------------------------------------------
Date:
Thu, 20 Jun 2002 20:52:56 -0700 (PDT)
From: Geoff Mohler <
gemohler@www.speedtoys.com>
Subject:
Re: Team3S: Re: 3S-Racers: Tires,Tires, Tires
Dude...dont ask me..they
are 100% DOT street legal as NEW.
Hoosier even says so..theyre trying to
get people to sign a petition to
have the DOT not hold race tires..to the new
standards being proposed.
On Thu, 20 Jun 2002, fastmax
wrote:
> Then that gets back to my origional queston --- what makes it
DOT legal.
> Where does the "two measurable legal valleys" come from. I
was under the
> impression that the Department Of Transportation was
interested in street
> tires for passanger cars not just round black
things that hold air.
>
> Jim Berry
-
---
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, 20 Jun 2002 20:57:49
-0700
From: "dakken" <
dougusmagnus@attbi.com>
Subject:
Re: Team3S: Re: 3S-Racers: Tires,Tires, Tires
According to the DOT online
brochure, 1/16" is the minimum tread. Here is a
link to it:
http://www.nhtsa.dot.gov/cars/rules/TireSafety/ridesonit/brochure.htmlDoug
92
Stealth RT TT
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 20 Jun 2002 22:59:44
-0500
From: "cody" <
overclck@satx.rr.com>
Subject: RE:
Team3S: Re: 3S-Racers: Tires,Tires, Tires
Did no one read my post AT
ALL???
3/32's tread depth across the best 3 circumferential grooves, or
all
circumferential grooves if 3 or less.
That's it...
That plus having no visible defects, belt showing, etc...
-
-Cody
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 20 Jun 2002 23:03:18
-0500
From: "cody" <
overclck@satx.rr.com>
Subject: RE:
Team3S: Re: 3S-Racers: Tires,Tires, Tires
Well, read correctly, the text
states, tires are replaced when 1/16"
depth is reached... Basically,
when a tire depth gauge reads 3/32's it
is time to replace cause any more
wear will put them at the 2/32's
depth... Also, tread depth indicators
(wear bars) show up at 3/32's
also...
- -Cody
***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Thu, 20 Jun 2002 21:14:08
-0700 (PDT)
From: Geoff Mohler <
gemohler@www.speedtoys.com>
Subject:
Re: Team3S: Re: 3S-Racers: Tires,Tires, Tires
And thats 1/2 of a new
Hoosier rradial.
On Thu, 20 Jun 2002, dakken wrote:
> According
to the DOT online brochure, 1/16" is the minimum tread. Here is a
>
link to it:
>
http://www.nhtsa.dot.gov/cars/rules/TireSafety/ridesonit/brochure.html>
> Doug
> 92 Stealth RT TT
- ---
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, 20 Jun 2002 21:28:18
-0700
From: "fastmax" <
fastmax@cox.net>
Subject: Re: Team3S:
Re: 3S-Racers: Tires,Tires, Tires
Then how do you explain the Hoosier ---
it does have two circumferential
groove that may be 1/16" but the transverse
grooves that form the thread are
barely discernible.
Jim
Berry
==================================================
- ----- Original
Message -----
From: "cody" <
overclck@satx.rr.com>
> Did
no one read my post AT ALL???
>
> 3/32's tread depth across the
best 3 circumferential grooves, or all
> circumferential grooves if 3 or
less.
>
> That's it... That plus having no visible
defects, belt showing, etc...
>
> -Cody
***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Fri, 21 Jun 2002 00:34:53
-0400
From: "Philip V. Glazatov" <
gphilip@umich.edu>
Subject: Re:
Team3S: Update (Re: Acceleration enrichment)
I found a part number on one
of the injectors. It was not easy to look up
part numbers on installed
injectors at night with a flashlight. ;-) It is
195500-1370 and it is a
correct number.
http://www.stealth316.com/2-fi_pics.htmI
found a warning though on a Supra site:
"ND made some low impedance 550s
which are direct fit for the MKIII's fuel
rail. Their part number is:
195500-1370. BE CAREFUL! for some reason ND
used this same part number for
their high impedance 450cc injector too. How
do you distinguish between the
two? Look at the notch on the top of the
injector connector-if it is in the
center its low impedance, if its offset
to the side, its high
impedance."
I do not think those are those high-impedance 450's. Even if
someone could
make them fit, they probably won't work. I am going to send
them out
somewhere for cleaning and flow matching.
Philip
At
21:16 6/20/2002, dakken wrote:
>I just looked at my stock 360 injectors
and my new 450's. All 12 of them
>have their size stamped on
them. Looking at the connector, on the left side
>of the injector
has a couple of letters and then the size. My injectors are
>all
mitsubishi injectors. I don't know what kind of injectors you have
or
>even if they are identified this way.
*** Info:
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------------------------------
Date: Fri, 21 Jun 2002 01:10:50
-0400
From: "Philip V. Glazatov" <
gphilip@umich.edu>
Subject: Re:
Team3S: Contact Patch Revealed?
At 21:43 6/20/2002, Geoff Mohler
wrote:
> > The coefficient of friction is independent of contact area
only
> > theoretically. Theoretically, you can never exceed 1G in a
car. In
> > practice, however, friction increases because you hook up
to more crevices
> > in asphalt. And hooking up to crevices is a
longitudinal force, not
> > vertical. Additionally, you could run a
softer compound that gets into
> > those crevices even deeper. Thus,
more friction.
>---
>You forgot to add in weight. THis is why
street ricer suspensions can
>suck at actual racing.
Weight with
respect to what?
Jim Berry expanded on the dependency between the contact
patch, tire
pressure, and car's weight. What are you guys disagreeing
about?
Philip
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Fri, 21 Jun 2002 02:06:07
-0500
From: "Alex Pedenko" <
apedenko@earthlink.net>
Subject:
Team3S: High oil pressure
Okay, here's an odd one --
Since my car
is having similar problems with clutch drag to Erik's, I
have a hard time
getting it into reverse. Now I noticed a new problem -
when I try to get it
into reverse and it doesn't go in, the oil pressure
shoots way up. The weird
thing is that this only happens with reverse,
and only when its right before
getting in. Once it's in reverse, the
pressure is fine. Any other gear, the
pressure is fine.
Any ideas?
Alex.
'95
VR4
Now:
Blitz SBC-iD
Soon To Come:
Lots of stuff
;)
*** Info:
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***
------------------------------
Date: Fri, 21 Jun 2002 01:00:47
-0700 (PDT)
From: Geoff Mohler <
gemohler@www.speedtoys.com>
Subject:
Re: Team3S: Re: 3S-Racers: Tires,Tires, Tires
But thats not the law..now
is it.
On Thu, 20 Jun 2002, fastmax wrote:
> Then how do you
explain the Hoosier --- it does have two circumferential
> groove that
may be 1/16" but the transverse grooves that form the thread are
> barely
discernible.
>
>
Jim Berry
- ---
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: Fri, 21 Jun 2002 06:37:38
-0600
From: "The Hedonist" <
rboehner@dimensional.com>
Subject:
Team3S: Part wanted...Hay you guys parting out A vr4
Guys,
I need
the switch panel just right of the steering column
that has the exhaust and
rear wiper on it
Anyone have one of these? I'm guessing the it
way to
much bucks from the evil minions at the
dealer...
Thanks
Roger
I have a 94 Vr4... with 160 thou+ the
the original trannie....Voulez-
vous coucher avec moi ce
soir?
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Fri, 21 Jun 2002 13:47:49
-0000
From: "Jeff Lucius" <
jlucius@stealth316.com>
Subject:
Re: Team3S: Update (Re: Acceleration enrichment)
The definitive test for
injector resistance is to just measure it across the
two terminals with a
VOM. When I installed them, my Denso 550 injectors (top
feed, low
resistance) had a nominal 2.7 ohm coil resistance (DC current).
Sorry, I
didn't think of putting an AC current across them to measure
impedance.
:)
More info on our injectors:
http://www.stealth316.com/2-injectortypes.htmJeff
Lucius,
http://www.stealth316.com/- -----
Original Message -----
From: "Philip V. Glazatov" <
gphilip@umich.edu>
To: "dakken" <
dougusmagnus@attbi.com>; <
team3s@team3s.com>
Sent: Thursday,
June 20, 2002 10:34 PM
Subject: Re: Team3S: Update (Re: Acceleration
enrichment)
I found a part number on one of the injectors. It was not
easy to look up
part numbers on installed injectors at night with a
flashlight. ;-) It is
195500-1370 and it is a correct number.
http://www.stealth316.com/2-fi_pics.htmI
found a warning though on a Supra site:
"ND made some low impedance 550s
which are direct fit for the MKIII's fuel
rail. Their part number is:
195500-1370. BE CAREFUL! for some reason ND
used this same part number for
their high impedance 450cc injector too. How
do you distinguish between the
two? Look at the notch on the top of the
injector connector-if it is in the
center its low impedance, if its offset
to the side, its high
impedance."
I do not think those are those high-impedance 450's. Even if
someone could
make them fit, they probably won't work. I am going to send
them out
somewhere for cleaning and flow
matching.
Philip
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Fri, 21 Jun 2002 08:35:42
-0600
From: "Floyd, Jim" <
Jim_Floyd@maxtor.com>
Subject: RE:
Team3S: Lowering my Spyder
FYI
3SX Performance now has custom control
arms for "lowered" cars that
allows for maintaining stock like adjustments on
the suspension.
- -----Original Message-----
From: Darren Schilberg
[mailto:dschilberg@pobox.com]
Sent: Thursday, June 20, 2002 8:02 PM
To:
team3s@team3s.comSubject: RE: Team3S:
Lowering my Spyder
The only coilover setup for a 1995 VR-4 is the Tein
HA unless by some
miracle Ground Control fits without having to cut
springs. I did
research on this a while back and have the email if
anyone is
interested.
Lowering is one thing. Maintaining correct
angles, degrees, stiffness,
etc. is another. If all you want to do is
slam it then don't come to
me. If you are looking for stock ride height
and lowering ability that
allows the car to be aligned correctly then I might
have an email or
three you can review.
The only setup for coilovers
for my (non-Spyder) 1995 VR-4 though is the
Tein HA. I think these are
being sold for the unbelievably low price of
around $1,400 shipped.
Several places sell this now but the last I saw
was
http://groupbuycenter.com/buy.asp?row_id=5798.
-
--Flash!
www.schilberg.com***
Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Fri, 21 Jun 2002 10:57:09
-0400
From: "Darren Schilberg" <
dschilberg@pobox.com>
Subject: RE:
Team3S: Lowering my Spyder
Good point, Jim. I forgot this as my
post was before 3SX offered these.
I will get my list updated. Look for
it soon on the Team3S FAQ pages
too.
- -----Original
Message-----
From: Floyd, Jim [mailto:Jim_Floyd@maxtor.com]
Sent: Friday,
June 21, 2002 10:36
FYI
3SX Performance now has custom control arms
for "lowered" cars
that allows for maintaining stock like adjustments on the
suspension.
*** Info:
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***
------------------------------
Date: Fri, 21 Jun 2002 08:44:57
-0700
From: "fastmax" <
fastmax@cox.net>
Subject: Re: Team3S:
High oil pressure
Check the shift linkage at the transmission --- a
friend did an engine
swap and had a 2nd and reverse problem, it was caused by
a wiring
harness in the way of the linkage. The oil pressure might be the
linkage
rubbing on a wire or damaging the harness.
Jim
Berry
================================================
- ----- Original
Message -----
From: "Alex Pedenko" <
apedenko@earthlink.net>
To:
"'Team3S'" <
team3s@team3s.com>
Sent: Friday, June
21, 2002 12:06 AM
Subject: Team3S: High oil pressure
> Okay, here's
an odd one --
>
> Since my car is having similar problems with
clutch drag to Erik's, I
> have a hard time getting it into reverse. Now I
noticed a new problem -
> when I try to get it into reverse and it doesn't
go in, the oil pressure
> shoots way up. The weird thing is that this only
happens with reverse,
> and only when its right before getting in. Once
it's in reverse, the
> pressure is fine. Any other gear, the pressure is
fine.
>
> Any ideas?
>
> Alex.
>
> '95
VR4
> Now:
> Blitz SBC-iD
> Soon To Come:
> Lots of
stuff ;)
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Fri, 21 Jun 2002 16:27:39
-0000
From: "Jeff Lucius" <
jlucius@stealth316.com>
Subject:
Re: Team3S: High oil pressure
The gauge-indicated high pressure is
certainly caused by some sort of
electrical problem. Once engine operating
temperature has stabilized, oil
pressure should only change with the speed
of the oil pump (engine RPM). Jim
has the right idea for sure.
On my
car (1992 TT), the oil pressure sending unit wire goes up across the
rear
head and to the rear most (blue) connector of the three attached to the
plenum near the throttle body. From there, the wire is routed forward into
the
harness and downward near the coils. It does pass near the steering
linkage on
its way to the access through the firewall near the
battery.
FWIW, my engine builder had screwed up that piece of harness
near the blue
connector and repaired it poorly. The power steering wire
(voltage changes as
pump operates when steering wheel turns) was shorting
against the oil pressure
wire. Every time I turned the steering wheel, the
indicated oil pressure
increased (maxed out).
There is just a single
wire that goes to the oil pressure gauge unit from the
meter. The gauge unit
grounds the wire, providing resistance based on an
internal pressure
"sensor". If the wire grounds to the engine/frame before the
unit then
resistance (likely) will be low and voltage high, leading to a high
meter
reading.
Jeff Lucius,
http://www.stealth316.com/- -----
Original Message -----
From: "fastmax" <
fastmax@cox.net>
To: "Alex Pedenko"
<
apedenko@earthlink.net>;
"'Team3S'" <
team3s@team3s.com>
Sent: Friday, June
21, 2002 9:44 AM
Subject: Re: Team3S: High oil pressure
Check the
shift linkage at the transmission --- a friend did an engine
swap and had a
2nd and reverse problem, it was caused by a wiring
harness in the way of the
linkage. The oil pressure might be the linkage
rubbing on a wire or damaging
the harness.
Jim
Berry
*** Info:
http://www.Team3S.com/Rules.htm
***
------------------------------
Date: Fri, 21 Jun 2002 13:01:58
-0500
From: "xwing" <
xwing@wi.rr.com>
Subject: Team3S: Re:
Head Gasket Question. Quick Responses..
I would use the dealer
gasket. More metalshim plies seals better in these
metalshim embossed
gaskets. If the Felpro is metal RING with "fabric" type
outer area, do
NOT use it, it is not as strong.
JT
From: "HigherBeing" <
scorpman@optonline.net> I have
the head off my car replacing 2 bent intake valves.
> Head gasket from
dealer 3 ply.
> Fel-Pro 2 ply, but same thickness.
> Worried that if
Fel-pro gasket thinner, this will change
> compression, or be different
from front head?
> Which to use?
> Dealer 55 dollars, Fel-pro, 32
dollars; dealer 4 to 6 days.
> Jerry. 93 Stealth RT/TT & 92 Stealth
E/S
*** Info:
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***
------------------------------
Date: Fri, 21 Jun 2002 14:15:40
-0600
From: "Donald Ashby III" <
dashbyiii@earthlink.net>
Subject:
Team3S: 91-94 DSM BOV
Hey guys, I have this creeping suspicion that my
BOV is what is leaking
under boost, does anyone know if the 1stGen DSM car's
BOV is a direct bolt
on, or would I have to modify something?
Thanks!
Donald Ashby
'93 3000GT VR-4
Member #4909
***
Info:
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***
------------------------------
Date: Fri, 21 Jun 2002 15:18:55
-0500
From: "Willis, Charles E." <
cewillis@TexasChildrensHospital.org>
Subject:
RE: Team3S: 91-94 DSM BOV
you have to purchase it with an
adapter.
http://www.buschurracing.com/buschur/BRwebsite.nsf/Catalog?OpenFrameSetpn
3019
Chuck
> -----Original Message-----
> From: Donald
Ashby III [SMTP:dashbyiii@earthlink.net]
> Sent: Friday, June 21, 2002
3:16 PM
> To: team3s
> Subject: Team3S: 91-94 DSM BOV
>
> Hey guys, I have this creeping suspicion that my BOV is what is
leaking
> under boost, does anyone know if the 1stGen DSM car's BOV is a
direct bolt
> on, or would I have to modify something? Thanks!
>
Donald Ashby
> '93 3000GT VR-4
> Member #4909
***
Info:
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------------------------------
Date: Fri, 21 Jun 2002 18:22:17
-0400
From: "anthonymelillo" <
anthonymelillo@sprintmail.com>
Subject:
Team3S: on the subject of spark plugs
Since there has been some
discussion on what good spark plugs look like, I was wondering if someone could
tell me if these look
normal or not ?
They are new Denso Iridium Plugs
that I put in my 1997 VR-4. They have a little over 300 miles on
them.
http://home.sprintmail.com/~anthonymelillo/images/web-spark-plug.jpgAnthony
Melillo
1997 VR-4, Firestorm Red
http://home.sprintmail.com/~anthonymelillo/3000gt.htm***
Info:
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***
------------------------------
Date: Fri, 21 Jun 2002 15:51:00
-0700
From: "fastmax" <
fastmax@cox.net>
Subject: Re: Team3S: on
the subject of spark plugs
Yikes ---- looks rich. Stock engine
?????????
Jim
Berry
*** Info:
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***
------------------------------
Date: Fri, 21 Jun 2002 16:03:23
-0700
From: "fastmax" <
fastmax@cox.net>
Subject: Re: Team3S:
Contact Patch Revealed?
Static friction is coefficient of friction times
the weight, and is, as you said, independent
of surface area --- for most
materials ---. Hard materials result in contact areas that are
micro inches
in area regardless of surface area involved so the area is not included
in
the equation.
For tires however the surface area is important
because of the conformal nature of the
soft rubber and the rough asphalt.
Wide tires and narrow tires both have the same
contact patch because that and
air pressure is what holds the car up --- the advantage
the low profile tire
has, is the shorter stiffer sidewall which resists distortion of the
contact
patch during cornering. Soft rubber is good --- for cornering and the
tire
companies.
One trade off is rolling resistance --- high pressure
narrow tires generate the least
resistance, rolling and aero, but also
provide less cornering traction because of contact
patch distortion and a
smaller contact patch.
There are a batch of other factors involved ---
e.g. the elastic distortion of the contact
patch caused by slip angle results
in the tire trying to return to a straight ahead direction.
How that affects
handling and roadholding is beyond the scope of this student.
Books have
been written about the subject
!!
Jim
Berry
====================================================
- -----
Original Message -----
From: "Zobel, Kurt" <
KURT.ZOBEL@ca.com>
To: "fastmax"
<
fastmax@cox.net>; <
pvg1@daimlerchrysler.com>; <
team3s@team3s.com>
Sent: Friday, June
21, 2002 10:36 AM
Subject: RE: Team3S: Contact Patch Revealed?
>
Just to be Demonic,
>
> No one has thrown horsepower in the
equation.
> Higher horsepower, bigger and wider tires required for optimal
performance.
> Plus, static coef of friction is independent of contact
area, but I have not seen anything lately to indicate sliding friction
also
follows this rule.
>
> prolly..3500lb car
> 300hp maybe 245-16
are best,
> 400hp maybe 255-17 are best,
> 500hp maybe 265-18 are
best.
>
> Kurt
*** Info:
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------------------------------
Date: Fri, 21 Jun 2002 21:21:24
-0400
From: "Furman, Russell" <
RFurman2@MassMutual.com>
Subject:
Team3S: RE: Oil cooler/Oil filter mount ?
I am trying to upgrade
the stock oil cooler with a nice Setrab I am unsure
which one to get.....
stock dimensions are 5.75" tall and 10" wide
(approx)
http://www.bakerprecision.com/setrab.htm<
http://www.bakerprecision.com/setrab.htm>
I am looking at the models 125-8 or 625-8.... Does anyone
know if the
625-8 is too wide to be mounted in the stock location? I am
going to be
running a PPE FMIC so airflow to the cooler should not be a
problem
Also the bypass thermostat that regulates flow to the
cooler is that found
on the oil filter assembly (I hope so) or in the cooler
itself?
Lastly are -8AN lines too large to use and if so
why?
I will be taking pics of this along with what had to
be done to the factory
brakets to make it bolt to the stock mounting
points :)
I will send another email about replacing the stock
power steering fluid
cooler with something a little more
effective......
TIA too anyone who has some good
answers *cough Jeff L cough*
Russ F
CT
***
Info:
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------------------------------
Date: Fri, 21 Jun 2002 21:25:52
-0400
From: "Furman, Russell" <
RFurman2@MassMutual.com>
Subject:
RE: Team3S: RE: Oil cooler/Oil filter mount ?
As an addendum to this
email does anyone know waht NPT to AN adapter I will
need to use to replace
the stock banjo bolts found on the oil filter
assembly? I took one to
the hardware store it appears to be 5/8" with an
18
thread??????
Thanks Again
Russ F
CT
***
Info:
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***
------------------------------
Date: Fri, 21 Jun 2002 23:25:51
-0400
From: "Philip V. Glazatov" <
gphilip@umich.edu>
Subject: Re:
Team3S: on the subject of spark plugs
Very much Yikes! Too rich or burns
lots of oil. You must be seeing blue
clouds out of your exhaust with that
kind of air/fuel/oil mixture.
Philip
At 18:51 6/21/2002, fastmax
wrote:
>Yikes ---- looks rich. Stock engine
?????????
>
> Jim
Berry
*** Info:
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***
------------------------------
End of Team3S: 3000GT &
Stealth V1
#876
***************************************
