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Everything posted by ragingfool35

  1. wish i knew what size, i had an assortment on hand so it was easy.
  2. thats a heck of a turbo to supply full boost from that low and sustain it to redline
  3. it took 2 people to put mine back in. I cant see anyway to do it with one person (Maybe Jim has done it though)
  4. if i remember correctly, it was much easier to undo the top link from the hub, then attach the lower link. This way the hub rotates(in one location in space only) to easily connect the lower link.
  5. i have a slightly used oxy sensor from JAE. since i converted my ECU, i dont need either of my ALDL interfaces (one is serial, one USB) PM me with offer if interested in any of these
  6. kudos on the search, but just to be sure, PM Travis with the Bosch part number. coincidentally i PM'd him after finding a pic of his freescan O2 graph; i was interested in stock actual AFR for my SE that i am trying to tune an aftermarket ECU not to run rich (it seems to really like running about 0.8. His pic seemed to indicate that his car is running same, though he told me he believes his wideband AFR meter is indicating operation at target AFR
  7. there are cautionary tales to only use OEM oxygen sensor; is your replacement OEM? a Freescan log would be very helpful
  8. if it has a stock ECU then there is no MAF; it uses a speed-density calculation via MAP and MAT. if it is running rich, TPS and O2 sensor among several others. there are probably several historical topics on here for running rich, try the search function for good diagnostic instructions. the manual section EMH can be very helpful if you have it?
  9. 53 ohms on the Airtex version of 421 (pic on right) compared to 427 (on left). Its hard to tell a difference in performance between the two since i am using an aftermarket ECU in which i can fiddle with the gains, positions and fuel. It seems like i can get either to maintain desired idle value within 70 rpm, which is slightly better than the stock setup, but i also have sequential COP and 840 fuel injectors so grain of salt sort of thing
  10. i found the PUK 6 chip to be exactly what i was looking for at the time. It appeared to work fairly well on a stock SE as the stock turbo struggled to achieve the 1.25 bar allowance and stay within the IAT window (ie it was self limiting). But the modified wastegate duty cycle limits at lower RPM made the car much more lively and thrilling. If this is what you are expecting, the PUK chips deliver.
  11. wait you have 4 270s? the stock setup is primaries 360 and secondaries 190 i believe. Dermot increased his secondaries to 270 but that is not necessary. maybe just change them back to stock (i have a new set of RC injectors i cant use anymore. if interested, PM me with offer)
  12. hard to believe your primary injectors would be maxed on duty cycle so soon, esp at only 1 bar boost. What is the condition of your injectors? are you reading 15.7 AFR from an aftermarket wideband setup? John Welch is credited with reverse engineering the code and may be able to help with a custom chip. There is also a large TunerCat community that may be able to assist.
  13. i ordered the Airtex equiv of the 421 and will try it. I noticed when calibrating idle on my AEM ECU that the 427 will achieve the desired idle but the variation is more than i expected and very small movements produce greater changes in rpm than i would expect as well. I'll report back when installed
  14. the aux shaft drives the oil pump and the chargecooler pump. the chargecooler pump appears to be located on the intake side of the oil pump, right at the pump itself. it seems that if this is not sealed very well against the vacuum the oil pump generates to pull oil from the sump (like a milkshake thru a straw), that it pulls air thru the chargecooler pump housing hole instead. its easy to test: remove the oring and observe oil pressure behavior. when the engine stops, some oil will then leak by the absent o-ring. i would do it and post results, but i dont have a plug there anymore that is easy to remove and install. if you have a few minutes, it would certainly be worth it. AFAIK i'm the only one to install a larger o-ring and note the result in all seriousness, i was shocked at the increase in oil pressure at idle just from a better seal
  15. i recently rebuilt my engine and installed VDO sender and matching gage and get the following, units in PSI. i wonder if my results are typical? this of course with the o-ring installed many years ago that greatly improved idle oil pressure reading on stock gage/sender. It would seem that a fresh engine should not be near the .6 bar minimum. oil pressure idle 3500 rpm cold 60 60 20w-50 hot 40 60 10w-40 hot 30 60 10w-40 6k miles
  16. which still uses an o-ring. The full story is the oil pressure got worse, as in it would peg bottom of gage unless RPMs were above 2000, just after installing my blanking plug. The o-ring that came with the plug was just a tad too small in cross section, though i could not tell by feel of installing the plug. Just for kicks i installed one with a larger cross section and it was much snugger when fitting the plug into the hole (even well oiled, it took a very firm push). And voila! no more low pressure at idle, not even in the red anymore! i would never have guessed such a small change would have such a big effect. i dont even have the RPM relay connected anymore, dont need it
  17. mine used to do same thing until i replaced the chargecooler o-ring with one with a slightly larger cross section diameter. now it never drops into red at idle and temp. Just like the IAC, a worn o-ring there will allow air to pass. Get an o-ring kit and give it a try.
  18. reduce the boost and you wont need a wide band oxygen sensor, but it is always comforting to have AFR displayed on your instrument panel for a modified car (the stock ECU wont use the wideband, it is just a gage for the driver to monitor)
  19. as long as you limit the boost to what the MAP sensor can read, the stock ECU and your existing components will be fine, just not optimal. My Delco ECU with PUK 6 chip showed slightly enriching compensation for the different turbo (30 to 40 points out of available 128). from my engine data, there was plenty of wiggle room in both fuel map and injector duty cycle with the bigger turbo (and other changes) if the ECU could have accepted a 3 bar MAP sensor. the super fast spool of the new turbo also caused entire cells to be skipped on stock fuel map during rapid transition form light to heavy load. you may experience same. Not optimal, but you wouldnt know unless looking for it.
  20. with the few modifications i had, the condition Derek describes was norm and system would run lean and cut boost. To take advantage of the bigger turbo, the solution was to install aftermarket ECU. I am told that there is a big Tunercat community who can probably mod the GM chip program to utilize a 3 bar MAP sensor, but when i investigated vs an aftermarket ECU conversion (A) the cost was similar (B) i would still be left with ancient tech and would have to shell out same $ each time a tuning was required. as you discovered, dyno tuners dont know anything about Esprit ECU...
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