Team3S: 3000GT & Stealth Saturday, November 1 2003 Volume 02 : Number 289

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Date: Fri, 31 Oct 2003 16:18:40 -0600
From: "merritt@cedar-rapids.net" <merritt@cedar-rapids.net>
Subject: Re: Team3S: Transfer case not leaking ???

>But I must disagree about it being a "Mitsu car". If anything, it's a "Dodge
>car". It was designed by Chrysler in their Hyland Park Think Tank in
>California (with help from Porsche and Ferrari), and then assembled, built,
>(and even on a small level 're-designed', for some systems) by Mitsubishi.

If that's true, then maybe some of those engineers are still around, and
can help us with some of our questions, such as aerodynamics, cooling,
transmissions, and so on. They had to run tests. I never tried to get any
info out of Mitsu engineers, because they don't spika da language, but
those Califoria guys might talk to us. Maybe they'd even come out to a DE
or a NG just to see what's happened to their project.

Rich

>

*** Info: http://www.Team3S.com/Rules.htm ***

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Date: Fri, 31 Oct 2003 14:44:10 -0800
From: "Bob Forrest" <bf@bobforrest.com>
Subject: Team3S: Dodge engineering support for DE's?

> >But I must disagree about it being a "Mitsu car". If anything, it's a
"Dodge
> >car". It was designed by Chrysler in their Hyland Park Think Tank in
> >California (with help from Porsche and Ferrari), and then assembled, built,
> >(and even on a small level 're-designed', for some systems) by Mitsubishi.
>
> If that's true, then maybe some of those engineers are still around, and
> can help us with some of our questions, such as aerodynamics, cooling,
> transmissions, and so on. They had to run tests. I never tried to get any
> info out of Mitsu engineers, because they don't spika da language, but
> those Califoria guys might talk to us. Maybe they'd even come out to a DE
> or a NG just to see what's happened to their project.
>
> Rich
- ------------------------------>

The last time Dodge tried to give the car support was at the 1990 Indy 500,
when the car was *supposed* to be the pace car, but it never happened.
(ChristianL and RogerR own 2 of the few [5?] Indy Stealths that were
produced.) The rules state that the "country of origin" is where the car is
built, not where it is designed; to be the Indy pace car, it must be made in
the USA. They made a quick switch to the Viper (which wasn't even ready yet)
for the pace car that year, and they never looked at us again. Between
Mitsubishi's business practices, Japanese tariff policies (the Japanese people
subsidize every car that comes here for ~20% of its cost), and everyone
calling it a Japanese car, Chrysler just wanted to be done with it. Don't
plan on them renewing their involvement until the cars are 20 years old or
more - probably not even then...

- --F

*** Info: http://www.Team3S.com/Rules.htm ***

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Date: Fri, 31 Oct 2003 14:50:20 -0800
From: "Gizmo" <kdmorg@comcast.net>
Subject: Team3S: special tools?

Hello folks,
>
> Until I get the funds for the other project I still need to maintain the
> setup I have now.
>
> Anyone not using the "special tools" needed for installation of a new
timing
> belt? I'd hate to have to buy tools for something that happens every 90K
> miles.
>
> Regards,
>
> Keith

*** Info: http://www.Team3S.com/Rules.htm ***

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Date: Fri, 31 Oct 2003 16:09:47 -0700
From: "Jim Floyd" <jim_floyd7@earthlink.net>
Subject: RE: Team3S: special tools?

Keith,

It's every 60K, not 90K

- -----Original Message-----
From: owner-team3s@team3s.com [mailto:owner-team3s@team3s.com] On Behalf
Of Gizmo
Sent: Friday, October 31, 2003 3:50 PM
To: T3S mailingl (E-mail)
Subject: Team3S: special tools?

Hello folks,
>
> Until I get the funds for the other project I still need to maintain
the
> setup I have now.
>
> Anyone not using the "special tools" needed for installation of a new
timing
> belt? I'd hate to have to buy tools for something that happens every
90K
> miles.
>
> Regards,
>
> Keith

*** Info: http://www.Team3S.com/Rules.htm ***

*** Info: http://www.Team3S.com/Rules.htm ***

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Date: Sat, 1 Nov 2003 02:41:44 -0500
From: "Mike Hope" <dublininn@comcast.net>
Subject: Team3S: 2004 Dodge Charger Hyland Pard Design ?

Hello Every one,
I just came acrossed the new 2004 Dodge Charger. It sure Looks Like a few
of those designers in Ca (Hyland Park) are still around
"and Working Hard" Please take a look at the attached Link
http://www.modernracer.com/index.html

This New Charger has a lot of Stealth (E) Lines to her :)   Due Out Late
2004 it will be a 2005 Model
>From what this artical Reads, A rear drive sedan , the car has a long hood,
Low Profiles , and TONS of V- 8 Power (NICE :)
Courtesy of an all new HEMI (thats Right Hemi) power house. A lower V-6
model may be also be offered,
along with All Wheel Drive Variations. Of course, it also packs numerous
Mercedes Benz parts.

if the link just will not work Please go to ( ModerRacer. com ) scroll down
the main page and look for ( Future Vehicals ) then click on (More
Previews)
2nd Page 1st car
Enjoy
MH

*** Info: http://www.Team3S.com/Rules.htm ***

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Date: Sat, 1 Nov 2003 14:14:35 -0600
From: "xwing" <xwing@wi.rr.com>
Subject: Team3S: Re: Road America Oct 2003, Cooling Problems

Chuck:
With the engine out of the car and the turbos, oil draintubes etc ON, I
noticed how much heat had potential to be transferred INTO the oil because
the turbo oil draintubes pass right by the headers/turbines. So, I removed
the front and rear draintubes and wrapped them with silver reflective
stick-on heatwrap stuff, nothing super expensive but I had it on hand. The
rear tube, if I remember right, pretty much TOUCHES the rear header or
piping...

I also noticed how much heat must radiate (infrared, not by
airflow/conduction) from the front header/TD05 turbine ONTO the car's
radiator; so I had the the headers coated by HPC with ceramic stuff; I think
since I had Mike/AAM send my stuff next day to HPC for the coating he sent a
couple other sets along at the same time for the same coating. I had the
turbines and downpipes heat coated too.
I took some of my old unused stock turbo heatshields and sort of pieced them
together in front to block heat radiation from the turbine/header onto the
radiator; that sort of thing.
I did some wrapping of the airconditioning lines where they are close to the
headers too.

Certainly with all this, I am not putting AS MUCH unecessary waste heat BACK
into the motor/coolant system as I used to be...if I had more time and such
could have done a slightly better job, and I will probably never be too
interested in making it all look shiny/custom/beautiful, but it functions
better. Someday when my car is more finalized I might "prettify" it ;)

Jack

- ----- Original Message -----
From: "Willis, Charles E." <cewillis@TexasChildrensHospital.org
> Jack,
> I am very curious about your major heat reflective taping project.
> Can you be specific about what should be taped and whether to keep heat IN
the component or OUT of the component?
> Chuck Willis

*** Info: http://www.Team3S.com/Rules.htm ***

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Date: Sat, 1 Nov 2003 14:44:37 -0800
From: "Ken Middaugh" <kmiddaugh@ixpres.com>
Subject: Team3S: Re: Slow boost, was: Did another datalog...

- ----- Original Message -----
From: "Bob Forrest" <bf@bobforrest.com>
Subject: Re: Slow boost, was: Did another datalog...

<<snip>>
> Hey, Ken..., thanks! (..and thanks also to others for private
replies...)...
>
> This is great info (especially since we have practically the same mods),
and
> it's right along the lines of what Rick has been recommending, as well.
Since
> I have the 12-band SAFC-II, I'm even going to tighten up the settings
between
> 2800 and 4600 to 300 rpm steps, so I can tweak them more precisely. I'll
> leave the non-problem rpm levels at 1000 rpm steps, like this: 800, 1800,
> 2800, 3100, 3400, 3700, 4000, 4300, 4600, 5600, 6600, 7600. I'll try the
> richening around 3000-4500 on the high throttle settings, of course.
Notice
> that your map seems much leaner than mine. (Probably because my turbos
are
> not 13G's-- I've got the larger TD04HL turbine wheel and 13C compressor
wheel
> [clipped 5, not 15]). More air requires more fuel.

After another week of tuning, I've richened my HI settings to -38 from 5000+
RPM. I still may have to richen further. My old HI settings were much
richer when I had the stock MAF -- in the high teens, ~ -18. At the old
settings, my O2 voltages would read from .94-.96. Now with my new leaner
settings, my O2s read .98 to 1.00. I know this seems counter-intuitive
since I now have the larger LS6 MAS, but it is what I'm measuring. I
believe I'm tuned better than before, since my fuel trim values aren't all
over the place. Before and after the MAS swap, I'm holding 1.00 kg/cm^^2 to
7K RPM.

> I've got my map points at Low:10%, High: 50%, and my last (heavy knock at
> 3000-4500 with pump gas) settings were:
> RPM     Lo      Hi
> 1000    -28    -28
> 1600    -28    -25
> 2200    -28    -23
> 2800    -28    -20
> 3400    -28    -18
> 4000    -28    -18
> 4600    -28    -18
> 5200    -28    -18
> 5800    -28    -20
> 6400    -28    -25
> 7000    -28    -25
> 7600    -28    -25
>
> Can you give me your rationale for using a rich setting at the bottom of
the
> Lo-throttle map? I always thought that a lean condition when the engine
isn't
> "working hard" did no damage(?). I've pretty much left mine at a
lean-ish -28
> (for me) through all my testing, and maybe that's causing problems, too.

I richened up the 1000 RPM setting until the O2 voltages cycle normally.
For me, this occurs at a setting from -20 to -22. My low fuel trim cycles
from 90 to 110, averaging 100.

Use your Datalogger often, or get the Pocketlogger, leave it in the car, and
log often. My hunch is that your low fuel trim is around 130.

Have fun in Reno!

*** Info: http://www.Team3S.com/Rules.htm ***

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End of Team3S: 3000GT & Stealth V2 #289
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