just wondering where you got that exhaust and do they make one for non s/c versions?
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just wondering where you got that exhaust and do they make one for non s/c versions?
Speed daddy headers, should bolt up to the NA motors just fine. I also paid a local shop extra to ceramic coat them for heat problems.Quote:
Originally Posted by wavedout33
Exhaust Video
http://i917.photobucket.com/albums/a...h_b4d1cc58.jpg
Pump and FMHE Mounted
http://i917.photobucket.com/albums/a...l/c1567ab2.jpg
REAR BRAKES
http://i917.photobucket.com/albums/a...l/660ede3f.jpg
Also watch the Video and see if you can help me trouble shoot some of those vac issues.
http://i917.photobucket.com/albums/a...l/3c6e3879.jpg
Tim King's transmission is leaking from the TQ Con/Flexplate Area I think its the TQ Convertor seal...
Emailed him about it seeing if i can get a partial refund so i can get it fixed without having to come too much out of a pocket.
I need to buy the two relays for the Waterpump and Intercooler pump. and finish routing those hoses.
Brakes feel fine..
HOLY****ING **** shifting the car into Drive and that JUMP without touching the gas....
She sounds beastly...
Need to figure out the PCV issues
What PCV issues are you having?
Soooo where'd you find the wire hiding? (I laughed to myself when your guy said something like "I don't think we can diagnose this over the phone.) and then we did.
Sounds good. PCV mmmmm which IC and LIM do you have?
http://i917.photobucket.com/albums/a...l/2405400d.jpgQuote:
Originally Posted by BillBoost37
http://i917.photobucket.com/albums/a...l/15107d97.jpg
http://i917.photobucket.com/albums/a...l/e2daa493.jpg
Currently have the Nipple on the back of the GEN V connected to the Nipple under the Northstar TB
I believe that shows us that it's all set to run pcv for you.
so a breather on the front VC is not needed? and the Hose on the Nipple to the back of the GEN V to the Nipple on the N* is the correct set up?Quote:
Originally Posted by BillBoost37
She's alive!! Sounds good!
It must have been left at the old shop, But we had to make a new cord. Fusebox to battery that is.Quote:
Originally Posted by BillBoost37
It's an integral part of the battery cable. Unless you have an aftermarket one.
so a breather on the front VC is not needed? and the Hose on the Nipple to the back of the GEN V to the Nipple on the N* is the correct set up? for the PCV setup?Quote:
Originally Posted by BillBoost37
if you followed that link a page back you should be all set. regarding the valve cover breather. if you have no suction through the cap i would think you got it right.
http://i917.photobucket.com/albums/a...26-111-101.jpg
New Coolant Overflow.
new Radiator Cap
http://i917.photobucket.com/albums/a..._rdc-100rd.jpg
http://i917.photobucket.com/albums/a...h_908dd99e.jpg
Video of small Rev, FYI needs a Tune...
http://i917.photobucket.com/albums/a...l/c5f16e71.jpg
Naked
http://i917.photobucket.com/albums/a...l/7b28345f.jpg
Dressed
http://i917.photobucket.com/albums/a...l/a1dc6e90.jpg
Ass
looks good man... who are you going to get to tune it
Where i got it tuned last time.Quote:
Originally Posted by GTPSHAWTY
Dyno Tune at S&R Performance
Welcome to S&R Performance - It's what we do.
Some of their Dyno infomationQuote:
Originally Posted by GTPSHAWTY
DYNOmite Data Acquisition Computer:
- Expandable, surface mount, board system runs on 120-volt 60-Hz AC, 240-volt 50-Hz AC or 12-volt DC
- “Pro” PC based 28, 56 or 112+ channel capable board sets, require DYNO-MAX software
- “Lite” 3-channel (upgradeable to “Pro” above)
- Up to 1,000 recordings per second (per channel)
- Quick disconnect data harness
- Non-volatile set-up memory
- “Smart Record” automated recorder triggering
- RS-232 and USB ports for output to a PC with DYNO-MAX 2000 software option
Torque Transducer:
- 1% of full scale typical accuracy
- Environment sealed S-beam load cell
- Semi-automatic zero offset calibration
- Temperature compensated
Hp'' Capacity (traction limited):
- ** Approximate; limited primarily be tire safety and traction - higher torque transfer requires to tie downs. Continuous capacities depend on selected absorber and test speed. 12' rolls = 20 700+ inertial Hp (20 to 400 continuous Hp with water brake absorber)
MPH Range (tire limited):
- 12' dual-roller = 7 - 150 MPH
Axle Weight Capacities:
- 12' dual-roller = 4,000 pounds (per axle)
Engine Tachometer:
- 0 - 32,000+ RPM display
- Quartz crystal calibrated
- RPM pulse type is selectable from ½ to 12 PPR
- “Clamp-on” inductive pick-up (standard)
- Optional “Cigarette Lighter RPM pick-up
- Optional OBD-II interfaces
Dyno Speedometer:
- 0.0 -255.0 MPH display
- Quartz crystal calibrated
- Magnetic RPM/MPH pick-up (standard)
Load Control:
- Electronic Auto-Load Servo (road simulation)
Absorber (except inertia only models):
- Adjustable load - 13' (bidirectional) toroid water brake or eddy current absorber options
- CNC machined from billet aircraft aluminum
- Dual heavy-duty bearings - Zerk grease fittings
- Stainless steel, heat treated, arbor shaft
Rolls:
- Machined “Traction Grooves” for maximum grip and tire life under high power testing
- Medium inertia (to allow absorber simulations)
i gotta question.. when your dyno tuning for a pulley drop. are you going to put the pulley on before the tuning process or what... just wondered if you put it on before tune it could blow something or whatnot... and are they in tampa?