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  • #31
    I know, lol. I was just giving you shit. You mean do go bench racing, unless your sure your pushing the numbers you claim


    So I can't go putting up my 264 crank HP that desktop dyno showed? I suppose next your going to say I shouldn't use my G-Tech numbers as fact? lmao I'm such an ass sometimes, lol.
    -60v6's 2nd Jon M.
    91 Black Lumina Z34-5 speed
    92 Black Lumina Z34 5 speed (getting there, slowly... follow the progress here)
    94 Red Ford Ranger 2WD-5 speed
    Originally posted by Jay Leno
    Tires are cheap clutches...

    Comment


    • #32
      How accurate are the desk top dyno's and the G-Tech. They may be useful as far as a comparison goes. Like, testing mods to see if they actually do anything.

      Lots of people say, "I could feel the difference, man". Well I can feel the difference too, when you spend 10Hrs on you back covered in dirt and oil, then jump in for a test drive. Or is it that you WANT to feel a difference, so you do?

      Lyle

      Comment


      • #33
        well Ima hijack this thread and repost what I posted awhile back...
        I'm going balls out and sticking the M90 in my DOHC. My major issues so far were fuel delivery so the best thing I thought was getting someone to tune it for me. 1 said no for sure, the other has not responded and RSM said yes, though I am still talking about what other mods I would need.

        FOr now, though, I already got my Vortech FMU and will be working off of that till RSM completes the tuning.

        Mini-projects that lead to the big one:
        -Relocate battery
        -Convert from puller-to-pusher fans, aftermarket of course...
        -Relocate coils
        -Custom make upper radiator plumbing to clear area around M90 (done..hehe)
        -Relocate coolant overflow tank

        Thats it so far....

        What I needed advice was on the loss of efficency in converting from puller to pusher radiator fans...what is a good aftermarket brand? Would one big 16" fan pusshing 1000cfm+ work?

        Other question was on relocating coils...any and all advice would be nice.

        Oh yeah, forgot to mention that I already got a hold of a place that will sell me a custom snout extention for the M90...pricey but my pockets are bottomless .....not really but I have EXCELLENT credit

        The S/c ill be using is the same one pictured earlier.

        </hijack>
        \"Pree\" - 93 Grand Prix SE - 3.4L Twin Dual Cam
        - FFP UD Pulley - FFP Chip - 8mm Taylor Wires
        - 160* T/stat - Dual 40 Series Flowmasters
        - Hi-Flo Cat
        15.2@95mph - GTECH P/B
        http://home.rgv.rr.com/tjperformance/Cap0005.mpg

        Comment


        • #34
          wow so im not the only one that is gonna do this. thats good. so u are using an m90 too? at first i was thinking about running the pulley to the back of the motor and route it off of the alt, but now im thinking i can do it from the front and do it off the water pump and save time and money. my brother is a tool and mould amker so we will make all the custom brackets ourselfs and make the shaft extensions and the gear box ourselfs. oh and by the way where can i buy the computer i need? thanks.

          Jake
          GM Goodwrench Tech - GM Certified

          1991 Pontiac Grand Prix GTP - 3.4L DOHC , 5 Speed Manual Transmission , Turbonetics 62mm turbo, Turbonectics Evolution Wastegate , Turbonetics Raptor BOV , Large Front Mount Intercooler , AEM Methanol Injection , Car is running at 11PSI currently with methanol injection.

          Runs 13.4 In the 1/4 with a 3 second 60 foot

          Comment


          • #35
            1000cfm is pretty low for a 16" fan. Most of the good 16" fans (SPAL, or others) are in the 2100-2300cfm range. One might work, but if you can fit two I would reccomend it.

            Marty
            '99 Z-28 - Weekend Driver
            '98 Dodge Neon - Winter Beater
            '84 X-11 - Time and Money Pit
            '88 Fiero Formula - Bone stock for now

            Quote of the week:
            Originally posted by Aaron
            This is why I don't build crappy headers. I'm not sure, I don't know too much about welding.

            Comment


            • #36
              The one thing you want to worry about is covering as much of the rad as possible with your fan(s). Basically the more area that doesn't get cooled, the more air you will have to pump through the rest. I personally would go aftermarket, but go double again.

              Lyle

              Comment


              • #37
                really appreciate all the answeres guys. For yoru computer, let me find out about RSM and I'll let you know. I gave up on trying to throw money at other programers, so I'll stick to RSM or the FMU.
                \"Pree\" - 93 Grand Prix SE - 3.4L Twin Dual Cam
                - FFP UD Pulley - FFP Chip - 8mm Taylor Wires
                - 160* T/stat - Dual 40 Series Flowmasters
                - Hi-Flo Cat
                15.2@95mph - GTECH P/B
                http://home.rgv.rr.com/tjperformance/Cap0005.mpg

                Comment


                • #38
                  good luck is all i can say.

                  my suggestion is to put the blower on e-bay. you will need to create a custom cnc manfild if you plan on bolting it to the top of your engine. then you will have the hole thing out the top of our hood. for fuel i would do larger injectors and a S-AFC seeing how you are map based. then you will need to rent dyno time assuming you get the blower to magicly work on your car.

                  you will be better off using a centrical super charger or better yet. go turbo. much easier to build in my eyes and defitally possible. timg had a s/c for his then decided turbo was the way to go. not to mention turbos are much much more efficent and you will make allot more power with less headachs then a roots style blower.

                  RedZ
                  Shane "RedZMonte"
                  2004 Corvette Z06 Commemorative Edition -VIRGIN
                  1995 Monte Carlo Z34 14.38@101mph, 331hp/355tq
                  -Turbonetics T04E Super 60 Turbo, 2.5" Borla Catback, OBDII, 42.5# Injectors
                  2004 Subaru WRX STI -Lightly Modded (SOLD)
                  1994 Lumina Z34 -VIRGIN (SOLD)
                  1992 Lumina Z34-VIRGIN (RIP)
                  1992 L67 Lumina Z34 (SOLD)
                  1990 Turbo Grand Prix (SOLD)

                  Comment


                  • #39
                    No this supercharger doesnt bolt on to the intake. it is gonna take the place of the air box it has a seperate pipe that runs to the TB.
                    GM Goodwrench Tech - GM Certified

                    1991 Pontiac Grand Prix GTP - 3.4L DOHC , 5 Speed Manual Transmission , Turbonetics 62mm turbo, Turbonectics Evolution Wastegate , Turbonetics Raptor BOV , Large Front Mount Intercooler , AEM Methanol Injection , Car is running at 11PSI currently with methanol injection.

                    Runs 13.4 In the 1/4 with a 3 second 60 foot

                    Comment


                    • #40
                      Originally posted by grandprixgtp_91
                      No this supercharger doesnt bolt on to the intake. it is gonna take the place of the air box it has a seperate pipe that runs to the TB.
                      In this case I would DEFINATELY use a Centrifugal. Have you thought about total removal of your AC system and but a Centrifugal there?

                      Comment


                      • #41
                        Hey, as for those superchargers, or any of the "roots" or "twin screw" style superchargers for that matter *typically* need to have the TB before the supercharger otherwise what happens is it will pull too much air all the time and overrun your TB and you'll find out the hard way when it either holds your TB open or blows the butterfly off. What you'd have to do is make a custom manifold or remove the butterfly from your current TB, then have the charger run to that, then you'd have to make a custom throttle bracket/cable to reach the new TB, along with all the sensors, and idle air bypass stuff. As for vacuum lines you'd have to put one way valves in everything, with "blow off" tubes to keep from pressurizing your non pressure capable MAP and other sensors, along with the HVAC system too ...

                        the supercoupe those chargers were pretty good, but they were intercooled, as in they sat on the top of the engine for looks only and were piped all over the place but still the TB was before the charger.

                        I looked into using one of those chargers for my old Beretta 3.1 until I realized how much fabrication would be involved. You would be much happier with a Centrifugal charger.

                        if you're still really determined to supercharge your car I say as for electronics, the S-AFC, Greddy E-manage, or even a secondary injector driver and extra injectors may be the way to go ... but that's just my $0.02 hope it's helpful.

                        --Dave
                        Dave ... Dave.45 ... DaveFromColorado ... it\'s all me.

                        Comment


                        • #42
                          I disagree with the TB before the blower idea. Turbochargers never have that setup, but they may be different as they are only really boosting while you're on the throttle and the plates are partway open. I have seen many setups in which the TB comes after the centrifugal/shaft drive. The 3400 SC kit from RSm and other companys is this way, as is many other bolt on centrifugal kits. But roots type blowers normally do have the TB before, but I think that is just the way it is setup, not a rule of thumb.

                          Comment


                          • #43
                            how does the secondary injector drive and extra injectors work? I am looking at the S-AFC but since I dont have MAF it seems a bit tricky to have it work on my car. It requires an AIRFLOW / PRESSURE INPUT and AIRFLOW / PRESSURE OUTPUT wires that I believe are MAF related. If anyone knows how this would work out and would be happy to tune the car for me, ill pay $$.
                            \"Pree\" - 93 Grand Prix SE - 3.4L Twin Dual Cam
                            - FFP UD Pulley - FFP Chip - 8mm Taylor Wires
                            - 160* T/stat - Dual 40 Series Flowmasters
                            - Hi-Flo Cat
                            15.2@95mph - GTECH P/B
                            http://home.rgv.rr.com/tjperformance/Cap0005.mpg

                            Comment


                            • #44
                              secondary injector drivers can be controled by many different things, typically you can use either an extra 2 or 3 bar map sensor, or some type of air charge signal by adding your own sensor, 1 or more extra injectors, and a driver unit.

                              I'm not sure how the SAFC would work on there with just the map sensor, but I've heard it works on these cars, and I've heard of people using it on the mustangs with no maf/vam.

                              Aaron, that's pretty much what I said, that with the roots/twin screw chargers typically the TB is before the charger where as with the Centrifugal blowers the TB can be anywhere in the line. I don't know if it's a rule of thumb per say that the roots/TS chargers have to be that way, but I've never seen them set up any different then that.

                              --Dave
                              Dave ... Dave.45 ... DaveFromColorado ... it\'s all me.

                              Comment


                              • #45
                                I was doing some research to be able to do some MAP based tunning and ran across this....allows to adjust a/f which will in turn allow me to run bigger injectors, fuel pump, and so on....



                                Description:

                                The ARC1 Air/fuel Ratio Calibrator provides precise adjustment of air/fuel (A/F) ratio over the entire operating range of an internal combustion engine. It is especially useful for re-calibration of modified engines. The alteration or addition of turbochargers, superchargers, intake manifolds, fuel injectors, fuel regulators, throttle bodies, intake plenums, Mass Air Flow (MAF) or Manifold Absolute Pressure (MAP) sensors can alter the A/F ratio calibration. The ARC1 gives the user a convenient way to set the A/F ratio for rich, lean or stoichiometric operation over the entire RPM and load range.

                                The ARC1 provides a means to achieve a best fit straight line approximation to the desired air/fuel calibration curve. It gives the user the ability to make these adjustments without a PROM change in the ECU. Furthermore, these adjustments can be made by the driver on-the-fly to optimize the air/fuel ratio for the current driving situation.

                                An optional +5V output is available which may be used to supply the reference voltage needed for a dedicated MAP sensor. The ARC1 is typically used in conjunction with a precision air/fuel ratio meter such as the Split Second ARM1. The air/fuel ratio meter provides the required information needed to properly set the ARC1 front panel controls.

                                Features:

                                Low load calibration (offset adjust)
                                High load calibration (gain adjust)
                                Output clamp (assures output is kept within ECU range)
                                Filter to provide smooth idle and reduce noise
                                +5V regulated output available for MAP sensor reference voltage
                                Transient surge and battery reversal protection
                                \"Pree\" - 93 Grand Prix SE - 3.4L Twin Dual Cam
                                - FFP UD Pulley - FFP Chip - 8mm Taylor Wires
                                - 160* T/stat - Dual 40 Series Flowmasters
                                - Hi-Flo Cat
                                15.2@95mph - GTECH P/B
                                http://home.rgv.rr.com/tjperformance/Cap0005.mpg

                                Comment

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