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  1. <div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Ryan: I'm not sure if you call it the "boost controller" but it's something like that. It's stock and all. It's the black metal cylinder thing with a couple vacuum lines. When revved, a little rod coming out of it is moved upward which controls the bypass gate in the S/C. </div></div> Oh ok, you are talking about the supercharger bypass actuator. What happened to yours? Did it break? The actuator does not normally control boost level. It's function is to open the
  2. I agree with everything 2seater said. I must get about 20 emails a week specifically asking about putting a turbo or supercharger on a naturally asperated engine. Because I run a business, I can't simply go around telling people they can get away with doing that without concequences. Therefore, my email responses to such questions usually turn out to be a couple of pages long explaining that it can be done, but there are drawbacks to durability and reliability. Like 2seater said, he doesn't beat on his car much and someone like him would probably never suffer an engine failure due to the b
  3. I agree with Greg's opinion here. You can't always trust what you are told on a forum on the web. By no means is this a bash against any specific person nor the Bonneville forum, but most of these people don't have the proper training and education to back up their "advice". With that being said; here is the deal with the oil cooler. Yes, the older stock SC engines came with them. But have that guy explain to you why the newer Series II engines didn't have them and they put out more power??? I will tell you why. Oil technology has come a long way since 1992-95. Yes, conventional dino mo
  4. <div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">It seems that my boost controller is faulty. I'm asking the Bonneville guys about it, but when disconnected, I get full boost <img src="http://forums.aaca.org/images/graemlins/shocked.gif" alt="" />. With it connected normally, there's not really anything. I'm gonna check it out and see if it can be cleaned or something, but its old anyway and replacement would probably be best. </div></div> Sounds like your boost controller is the device giving you fits. I d
  5. He Phil, just wondering how the car is running and if you did that cold air induction upgrade yet?? -ryan
  6. <div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Thank you Ryan. I meant to move the on-screen climate/comfort outdoor temperature sensor, cuz it reads high from the engine's heat </div></div> Oh, my bad. I thought you were talking about the IAT sensor.
  7. I wouldn't mess with a external trans filter. It isn't going to be of much benefit for your application. Also, you will want to run BOTH the trans cooler in the radiator AND the external cooler. Yes, running only the external cooler would make fluid flow more but the external cooler may under or over cool the transmission. Also, you want to have the hot fluid coming from the trans to pass thru the radiator FIRST because you have to remember there is hot coolant in the radiator that can actually heat up the trans fluid if you had it hooked up the other way around. I would leave the IAT senso
  8. <div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Did the scanner record the 0-60 times or approx. 1/4 miles? I have had to delay starting a run to be sure the scanner connected to the ECM before matting the pedal. Only records 15 frames so generally only got about 13 frames @ one per second to get a good run recorded. Indications are between 5 and 6 seconds 0-60 and 90-95 mph after about thirteen seconds with my turbo installation. </div></div> I was using an OTC Monitor 4000 Enhanced but I don't know the specific
  9. <div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">I think cool air is probably more important at the moment. Even just moving the filter from the present location to closer to the normal inlet area from the front below the relay box would help. Or possibly a surround for the filter in the present location with a hose feeding it from the stock forward area. In a pinch you can use the stock inlet hose, connected normally as marked, and a short piece of 3" pvc pipe to connect the filter to the hose. They will stretch to fit over t
  10. <div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Will commandeer some 3'' pipe from the van and see what I can do. On my list of things to do soon. About the tranny cooler...I haven't really been under there to investigate the lines, but how would I go about connecting one? Would it be before the cooler in the radiator or after? Should an auxiliary filter be used too? I'll drop the pan/filter and do a refill when I do it too. How big of one? Seems they're rated in max-towing weights How about this bad boy? Sorry, haven't e...
  11. For some reason I am not getting notified of updates to this thread... Anyway, it was great to meet Philip and finally see his project. I must say he hasn't done to bad with it -- looks a lot better than the first stuff I messed with years ago. Like Philip said, we found a bad plug wire which was causing most of the problems. We also discovered that the engine wanted more WOT timing than what I had originally given it. We also bumped up the idle TPS setting to I think about 0.42 volts because the 0.3x it was set at caused a high idle after I reset the computer. I also gave him a little mor
  12. <div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Thanks Ryan. I read at the Bonneville club of the vacuum controller being disconnected and pulling like 17 psi . Nothing I'd ever do though. </div></div> I don't know what those guys over on the bonneville forums are doing or using but the bypass actuator DOES NOT regulate boost on these engines. This type of supercharger is a fixed displacement or linear output supercharger which means it will only put out a fixed amount of airflow/boost per RPM. The only way you
  13. <div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Ah, with Greg's car? I read of that being mentioned. If I'm right, the current boost control uses just vacuum. How does the solenoid thing work in? </div></div> You don't really need the boost control solenoid on these engines. All it does is disable boost in reverse and when you are nearing the preset top speed limiter as well as on heavy decel. Basically it serves no practical function for us HP guys. Now the vacuum operated bypass actuator is something you do n
  14. Yes, get some knock counts and spark retard degrees if available. Don't forget some WOT O2 readings as well. As far as the idle is concerned, I am sitting here looking at the programming software I am using and I don't see anything defined that governs IAC position. What are the lowest IAC position counts you are seeing on the data stream? What is the desired idle? -ryan
  15. Yes, I would like to know some INT and BLM counts, as well as O2 voltage at WOT (if you are opening the throttle that far). As far as the TCC is concerned, I didn't touch it yet so if changes need to be made there we can do that on the next chip. -ryan
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