Eric's calling you out alex...heheh

Supercharged wrote:

can you reuse those rotors?

for now we will, we do need two new rotors but we're und3ecided if we put 2300ax lysholm rotors or remachine the case for the bigger bearings of the 140ax rotors....or we find a 200ax...

Turbocharged400sbc wrote:

Supercharged wrote:

can you reuse those rotors?

for now we will, we do need two new rotors but we're und3ecided if we put 2300ax lysholm rotors or remachine the case for the bigger bearings of the 140ax rotors....or we find a 200ax...

hahah 200ax? the 3.4L one that's like too big for v8 mustangs? lol

turtleman wrote:

Turbocharged400sbc wrote:

Supercharged wrote:

can you reuse those rotors?

for now we will, we do need two new rotors but we're und3ecided if we put 2300ax lysholm rotors or remachine the case for the bigger bearings of the 140ax rotors....or we find a 200ax...

hahah 200ax? the 3.4L one that's like too big for v8 mustangs? lol

3.3L yup

Turbocharged400sbc wrote:

Supercharged wrote:

can you reuse those rotors?

for now we will, we do need two new rotors but we're und3ecided if we put 2300ax lysholm rotors or remachine the case for the bigger bearings of the 140ax rotors....or we find a 200ax...

not to contradict your whole idea of a whippled riv, but why not go turbo??

i have yet to see a supercharged 3800 make more power than a turbo...either way its still a mean riv in my book

Supercharged wrote:

not to contradict your whole idea of a whippled riv, but why not go turbo??

i have yet to see a supercharged 3800 make more power than a turbo...either way its still a mean riv in my book

because....pull up to a stoplight with the Riv... as it is now, a fire engine for a fuel pump, a moaning whore for the ic pump,, a whipple contently whine'n, and a nice 800rpm IS4 idle.....then open the cutout....

somehow no turbo setup i've seen comes close to the sound....

besides turbo's are easy,..too common... it takes balls to get a screwed fogged' nitro/alky burner fast and running

big turbines - big lag

that fuel pump sounds awesome indeed, i imagine itll sound something like this

https://www.youtube.com/watch?v=JUvyTv41umk&feature=related

do you hear what i hear?

also be careful with that nitrous system

http://www.3800pro.com/forum/round-table/23472-nitrous-ownz-f-body.html

were the videos?!?!

Supercharged wrote:

also be careful with that nitrous system

http://www.3800pro.com/forum/round-table/23472-nitrous-ownz-f-body.html

beem playing with nitrous for nearly 10 years, havent had any problems...even with a 3 stage (600hp total) 396 BBC... jetted it to 800hp for the engines last pass... it scattered at ~ the 1000ft mark...then we tossed the 632 in...

nitrous just takes common sense and tuning

no vids yet but we did take it around the block...the 4t80e seemed to grab 1, 2nd, 3rd, felt odd as hell... then we remembered that we didnt do the calculations for the 80e's 3.48 gears vs the 65ehd file

i'll tell ya this much... the whipple with a 3.0 on it doesnt like to idle for long...it gets hot enough to deflect the top of the blower case upward.

till we finish the modified LIM for a post IC boost bypass setup, we have deleted the bbv
it idles at 80kpa at 2100hz MAF (gotta love a 4" 99+ maf housing lol) and we hit boost at 1300 rpm with 8% throttle (maf read 4350) in one log
the case still gets hot as hell but we dont seem to have any issues yet


now to make sure that the 125$ 80e isnt slipping/etc its sooo much fun being a trailblazer

Awesome work! Congrats that you got it all going!

Let's see it driving!

lets see it grab 4 gears lol

Supercharged wrote:

Turbocharged400sbc wrote:

x2 just finished hacking the OE 65e range switch (looks like shit but it might work lol) for connector pigtails and to clear the 80e case.

tommarrow will tell if p0705 disapears... and whether we need another 125$ trans

for a video???

were destroying a tranny for a video

? lol

We grabbed 4 gears today +1

VE is getting closer so is the 106mm maf

It could have been slipping at first because of the mis-tune. A lot of the shifting is based on engine load, if the engine load was way off because of the tune it could have been a factor... I've been following your thread on the PT board as well...

deekster_caddy wrote:

It could have been slipping at first because of the mis-tune. A lot of the shifting is based on engine load, if the engine load was way off because of the tune it could have been a factor... I've been following your thread on the PT board as well...

well it turns out that the FSM eric has, is wrong on the wire color for one of the range switch wires. TCC is disabled in PT since the pressure switch manifold doesnt have the TCC circuit that the 65e is looking for (have to do a PWM trigger for grounding wire when TCC is engauged as a workaround)

eric didnt believe me when i told him about split year/running changes done to these cars....even FSM's arent "god" lol

i should post this on the PT board....see how stupid i make myself sound lol
alot of it is also figuring out the differences in ratio etc.
we have 39 teeth on the ISS input shaft (really its the Turbine Shaft on the 65/80) hall effect reluctor wheel, where the 65 has 25 (80e reads from the sprocket teeth, where the 65e reads from the seperate tone ring-no more chance of tone ring rivet issues with the 80e)
the 80e has a 31tooth OSS/VSS reluctor where the 65e has a 30 tooth unit.
the 65e has the drive sprocket ratio as a change in toothcount with the chain sprockets that provides the modification to the FDR. Where the 80e has different sun gear sizing in the differential, all hav ethe same 39/39 chain but can have the 42t, 46t, or 54t sun gear and matching planets (have no clue which is which yet...)
so while the gearing up/down happens in different ways the reduction is still between the Turbine shaft speed sensor and the VSS sensor on the diff body
4t65e: 2.93 is 1.12 to 1 (turbine shaft to planetary input shaft aka drive/driven) 3.29 is 1 to 1 where 3.69 is .89 to 1
now to the "no one's done it before" stuff lol
1 2 3 4 R
2.96 1.63 1.00 0.68 2.13

with so little info available i think we are possibly wrong assuming that 3.11 is the default FDR so we have played with ratio from 1.12 to .88 and calc pulses per rev from 39 to i believe ~40 sumthing (dont wanna fire up the laptop)
one thing we have right is the pulses per mile (thank god for one constant in this damn equation from hell
so pulses per mile is 777 higher count from the factory bin file (xxxxx/30 = 777.4 iirc xxxxx+777= new pulses per mile

now its sorting out all the other settings....yay if any of ya wanna wrap your noggin' around this and lend me some alternate views.. by all means....

I think my noggin just exploded, good luck with the calculations but please keep us posted, I am very interested in how it all works and turns out.
I understand what your doing but as you say uncharted territory and without more specifics it's hard to calculate on this side.
Thanks for sharing in your misery.

deekster_caddy wrote:

I've been following your thread on the PT board as well...

How do I find this board? I'm still a newbie, DUH.!!!!!!

It's a private board for powertuner owners.

well having more fun!
we now have all 4 gears, shifts well but we may not have all the #'s correct in the ratio folder...

but we hit 200kpa at 49% throttle today

starting to sound really mean heheh.
once we get the trans figured out he can get the temp plate so he can drive it and take it in for emissions (i wanna bring a camera for this!)

then it can be driven on the roads... eric's about to say fuckit and drive it in the winter lol

yawn......wears the videos....weve all been very patient

lol i'll see what i can do to apease ya'll

This car has got us all reeling for more.

ya deserve a shiner for that pun

<----I have one.

well we keep getting gear ratio error crap, so we are attempting to sort it all out...