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06-10-2002, 10:48 PM | #21 | |||
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Infact Bob its been a while since I have ridden in your car I am about due for another ride. Maybe this weekend if its back together? |
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06-10-2002, 10:49 PM | #22 | |
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06-11-2002, 08:16 AM | #23 | |
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06-11-2002, 11:42 AM | #24 | |
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As for Bob's Supra It's a beautifull example or it was till someone rear ended his butt Hope to see it out next time.
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06-11-2002, 12:12 PM | #25 | |
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91 lx convertible, Vortech a-trim, 2.87 blower pulley. 30lb injectors, 80 mm mass air, 255 fuel pump, flowmaster cat back, bbk long tubes and h pipe 299.3 hp, 355.5 tq(before h-pipe, headers) Ricer Hater's Club-member #16 |
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06-11-2002, 03:46 PM | #26 |
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It's the newer body style.
I have never had it on the dyno but it should be around 550 rwhp at 17 pounds of boost. I have the rearend fixed now. I am just waiting for my new GReddy 4 row frontmount intercooler and my FJO wide band O2 to come in. I am hopeing for just under 700 rwhp with a little tuning and some more boost. Bob
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White 93 6spd Supra, targa top, no wing, GReddy T78 turbo, GReddy 4 row intercooler, GReddy/BLITZ shorty D.P. combo, DEI thermal turbine wrap, DEI thermal header / D.P. wrap, GReddy Type R wastegate, GReddy Type R BOV, HKS fuel rail, 720cc injectors, Aeromotive FPR, dual in-tank pumps, APEXi N1, GReddy BCC, GReddy Profec B, HKS VPC, APEXi S-AFC, Greddy 52mm boost gauge, GReddy 52mm EGT gauge, Unorthodox cam gears / underdrive pulleys, GReddy turbo timer, B&M shifter, TRD pressureplate, Arizona clutch, TRD strut bar, 255/45 front and 315/35R17 Nitto drag radials out back, Redline Water Wetter, Brembo cross drilled rotors, and Brembo pads. |
06-11-2002, 04:28 PM | #27 | |
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06-11-2002, 06:36 PM | #28 |
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The Vettes do have longitudinally engineered better exhaust systems while the F-Bodies have those transverse things that (by almost anybody's criterion suck badly) and rob power from the Vette ratings. Not a flame. I know that almost anyone with any knowledge agrees with that.
Rev
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'66 Coupe, 306, 350-375 HP, C-4, 13.07 e.t., 104.8 mph, 1/4 mi. O.B.C. #2 '66 coupe |
06-11-2002, 08:32 PM | #29 | |
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Thanks for the reply's
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'86 GT..5 spd....14.0 @ 98 SOLD '87 GT..5 spd...Stock...14.4 @ 97 SOLD '90 GT Conv. A4 Cream Puff...14.6 @ 94 SOLD '99 Z28..A4..Stock stall, no tuning, all motor, full weight 11.92 @ 117.95 SOLD '03 Centennal Edition GT 5 spd. 1 of 620 5 spd coupes made. http://bradbarnett.net/mustangs/timeline/99-04/03/100th.htm Stock..... 2.02 8.9 13.89 @ 99.03 http://bradbarnett.net/mustangs/timeline/99-04/03/100th.htm |
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06-11-2002, 09:13 PM | #30 | |
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kevknotch88 1988 Coupe 135k BBK uneq, X-Pipe, mac 2.5, pullies, southsides, alum d/s, 3:08's, Tremec, TFS Stage 1 cam, 65 TB, Mass Air, Gt-40 U&L = 13.645 @ 104.61 |
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06-11-2002, 09:23 PM | #31 |
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Oh, jesus, thanks alot. For a moment, I thought folks we'are gonna question those goofy transverse exhaust systems? Pfwew, maybe we got by that one?
Rev
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'66 Coupe, 306, 350-375 HP, C-4, 13.07 e.t., 104.8 mph, 1/4 mi. O.B.C. #2 '66 coupe Last edited by Rev; 06-11-2002 at 09:29 PM.. |
06-12-2002, 09:04 AM | #32 | |
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06-13-2002, 08:09 PM | #33 |
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I wouldn't touch the gears. With a 2.73 rear you have about the same contact area as a 4.10 Ford 9" rear. Go with a good sized stall with high STR to take advantage of the 2.73 rear gears. On LS1.com in the group purchases section check out the post about a GP on the MidWest torque converters. I used a 3200 2.5 STR MidWest converter in my 99 Z28 A4 3.23 car. I went from 13.1s @ 107mph to 12.2s @ 111mph from the converter on stock tires. I would go with a 3500-3600 with 3.0 STR and your car will fly. I drove mine 104 miles for work every day and the stall was not an issue.
Jess P.S. I forgot to mention the price is around $450 for the converter. Cheaper than gears, install and a speedo calibration device. |
06-13-2002, 08:54 PM | #34 | |
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I was wanting to talk with you, and get your thoughts. I will send an PM and get ur email. Glad i ran into you!
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'86 GT..5 spd....14.0 @ 98 SOLD '87 GT..5 spd...Stock...14.4 @ 97 SOLD '90 GT Conv. A4 Cream Puff...14.6 @ 94 SOLD '99 Z28..A4..Stock stall, no tuning, all motor, full weight 11.92 @ 117.95 SOLD '03 Centennal Edition GT 5 spd. 1 of 620 5 spd coupes made. http://bradbarnett.net/mustangs/timeline/99-04/03/100th.htm Stock..... 2.02 8.9 13.89 @ 99.03 http://bradbarnett.net/mustangs/timeline/99-04/03/100th.htm |
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06-13-2002, 11:19 PM | #35 | |
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Just wanted to stir your head a little and gain a little info. Thanks.
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04 Screamin Yellow Cobra KB 2.4 (585/556 pump 626/666 race) 00R brakes, DFX clutch, Level 5's, return fuel system, Lts with 3" exhuast, FR500 wheels and all the other fun stuff. GONE 1991 Lx sedan 5.0, 5spd (Liberty proshifted TKO) S-trim, Ported TF heads everything parted out. |
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06-14-2002, 03:19 PM | #36 |
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Yep, it was red. I'm flattered guys, thanks!
Honestly, I would stick with the 2.73s for a bolt on/modified car. A high torque multiplier (STR) of 3.0 would do an awesome job getting the car off the line. Next I would have a higher stall of 3500-3600 to help overcome the gears on the top end and give you a better shift extention (RPMS do not drop as far on the shift. You will probably come into each gear at 4200rpms). The higher stall speed will do the same for you as gears do when going through the traps as the 4L60E does not lock up in 3rd like the AOD/AODE trannies do. But, by using more stall and sticking with the 2.73s you will have a strong rear vs the 3.42 rear. It's a lot different than the Mustang setup and alot of people are not used to it. I'm actually going in the opposite direction with my 93 AOD coupe. The difference is that if I were to stay with the old 2.73s my coupe has but use a high stall/STR converter it would be great in 1st and 2nd but when lockup occured in 3rd my rpms would drop way down since the difference between a high stall & 2nd gear and a locked 3rd gear would be huge. What I did instead is to go with 3.73s and a high STR (3.0) with a low stall (2800). This way I have the power of the torque multiplication off the line, The 3.73s and 2800 stall help with the shift extention and when 3rd locks up There isn't too much stall difference coming off of second that the 3.73s won't be able to help make up in 3rd. Sorry there's so much but there is much more to converters than alot of people think about. A better site to check out for GOOD LS1 info also is www.LS1tech.com and www.converter.cc and go to the dyno section to see some conveters in action and what STR does for you. My E-mail on this board has to be updated. You can reach me at work at jesse.o.guilbault@chase.com if you need more info. I'll be at that addy until 10:30PM week nights. Jess |
06-14-2002, 05:14 PM | #37 |
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"I went from 13.1s @ 107mph to 12.2s @ 111mph from the converter on stock tires." Holy crap that is a damn good mod. I wish a converter would pick up that much time on my car!
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92 AOD GT, K&N, ram air, pulleys, 2 ch. flowmasters, 4:10's, shift kit, 1 5/8 mac longtubes and offroad hpipe 14.249 @ 97.34 Lakewood 90/10's and 50/50's |
06-17-2002, 03:29 PM | #39 |
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Thats the thing with the 5.0s. The long runner intakes make good torque off the line. The LS1s make their torque higher up in the rpms. You use the converter to skip the weak part of the rpm band down low.
While a converter will help an AOD car it does more for the LS1s Jess |
06-18-2002, 05:45 PM | #40 |
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LS1, the problem as I see it with the high stall converter (3000 or above) is in driveability, no matter which car it's in. For normal driving, it will never be locked up, always slipping, especially with that 2.73. You just can't accomodate a really high rear end with a high stall converter in every day driving. I think most everyone will see that.
Rev
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'66 Coupe, 306, 350-375 HP, C-4, 13.07 e.t., 104.8 mph, 1/4 mi. O.B.C. #2 '66 coupe |
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