How did he clean the rotors? What condition are the rotor bearings in now that he did? The only car running with an AFC on a top-swapped Gen2/3 car is on his 3rd or 4th AFC and the car never ran right.

Mine isn't perfect, but I'm still a long way from a proper tune. The point I'm getting at is that there'* alot more you need to do to the car in the way of KNOWN mods before you take this on. I run without an AFC, but I've done other work to compensate with on the hardware side. Modding and tuning should ALWAYS be hardware/mechanical first to get as close as you can before resorting to digital/electronic methods.

We don't even claim to know all the tuning issues, but it'* not a piece of cake, and may never by right. It looks simple enough, but it'* decieving.

AFC calibrators are troubleshooting tools. Not tuning aids. They are notoriously unreliable, and if it fails at WOT, you will run lean and go BOOM.

Back on the subject of the supercharger, as a rule, I never buy one that has been opened. I purchase based on the condition of the coating/rotors as visible through the outlet. I rebuild from there.

Sounds like fun... but I'm up for giving it a try. I agree that I wouldn't have cleaned the rotors, but the guy already did, and since I plan on replacing the bearings anyway, I'm not worried about damage he could have done to them while cleaning. My only concern is the coated rotors. Do they look ok to you guys? I've never ha a gen 3 M62 apart before,

Let me get into more deatail now that I've finished my coffee.

Things that are different:

TB. Much more flow. Even more than the S2.
MAF. Properly selected for the much larger TB

(these two are obvious, and can be compensated for easily if you want to risk using an AFC, or get a custom PCM).

EGR. Totally different. Flow rates are off, delivery tubes are different diameters, and the EGR itself is a totally different type. A proper EGR system keeps combustion temps down, helps manage AFR, and can prevent KR.

Fuel pressure. Oddly different. Why? Because the PCM manages the injectors differently.

This isn't even a complete list, as there are other different issues.

Why not swap PCM'*? I own both years. I've dug into it with an FSM, and it'* no picnic. No thanks.

Do a full swap including the PCM to a Gen3 motor. That'* your best bet. You don't want to fight this thing. 4 have tried, and J Wikoff and I are still working on them. One never ran right, and the other we have no clue.

It sounds like maybe I should stick with my 93 blower. I already had enough messing around getting this engine to work in the Grand Prix. I work as a licensed tech, so while tinkering with cars a bit on my time off is a fun hobby, I don't want a huge fight on my hands. I get enough of that at work sometimes. :P

What got me started on the idea of the gen 3 swap was talking with Dr Jay at seriesoneperformance.com. I've already got a cam from him, the zzp 1.8'*, p&p heads, PEMS, and all the little stuff like intake, thermostat, exhaust, etc... lots more. He said that anything else I did would only yeild very small gains with the 93 blower (even the rockers on top of the cammed engine adds a lot less than the rockers would on a stock engine), which makes sense, and that he blower was holding me back. He suggested the gen 3 swap, but maybe I would be better off working my gen 2 a bit harder? Is that tiny 93 throttle body holding me back much with these fairly extensive engine mods? What about just a throttle body swap?

Thanks for your help, as usual.

A TB swap won't do you much good considering the inlet size of your blower. I'd suggest smoothing the inner bore of the blower inlet, shaving the throttle shaft, and polishing the snot out of both. MILDLY port and smooth the outlet as well.

DrJay never once put his car on a dyno or a track, so we have no clue how it runs. He claims to be pretty quick, but the last time I saw the car run was three years ago, and it wasn't in very good tune considering the $15k he dropped on it.

He has also lost his recognized Vendor status on this Forum. He sells nothing that you can't get elsewhere, in most cases for less money.

So you don't think the throttle body is holding me back at all then? Just do the work you described and I don't need to worry about it? It'* just seems funny that the whole engine is breating in through this little 2 1/4" hole. This is my first car with a throttle body smaller than 3 inches, not counting the old 3100 that used to be in the Grand Prix. And even that TB was like twice the size.

I never said your TB wasn't holding you back, but there'* not much you can do about it. The throttle plate (butterfly) is the smallest part of it. You can open that up somewhat by shaving both sides of the throttle shaft. Search for posts about it by me.

You're better off breathing through that dinky hole than trying to tune a Gen3 top end. Especially if you want the car to be a reliable daily driver.

I have another L67 for that, so I play with the SSEi.