Inside my Gen 3
#22
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Originally Posted by 2000SilverBullet
Just checked the CSC site and it'* $740. for the SC plus $150 for the core charge.
The nose drive is $360. plus $100 for the core charge.
So then mine are worth $250. plus the LIM another say $250 is $500.
But to be useful, I would have to pay $740. to get the rotors coated.
I think I'll put it on the shelf for now.
The nose drive is $360. plus $100 for the core charge.
So then mine are worth $250. plus the LIM another say $250 is $500.
But to be useful, I would have to pay $740. to get the rotors coated.
I think I'll put it on the shelf for now.
#23
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Originally Posted by willwren
www.canadiansupercharger.com will Teflon Coat for an $80 up-charge. It'* not the same epoxy coating they had OEM, but it is proven to last.
If you sent your assembly to them, it would be the cost of bearings/seals plus 80. I spoke with them about this yesterday.
If you sent your assembly to them, it would be the cost of bearings/seals plus 80. I spoke with them about this yesterday.
#24
Whew, that'* good to know.
But maybe I'll like this new Gen V so much I won't ever want to go back to the Gen 3.
Some one might need it more than me.
........now back to the more pressing question of whether the PCM will need to be reprogrammed to compensate or will it learn by itself. :?
But maybe I'll like this new Gen V so much I won't ever want to go back to the Gen 3.
Some one might need it more than me.
........now back to the more pressing question of whether the PCM will need to be reprogrammed to compensate or will it learn by itself. :?
#25
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The GenV is just like any other device. It stuffs air. But it does it more efficiently than a Gen3. So you can run a larger pulley to create the same boost a smaller pulley on a Gen3 would.
Advantage? Less heat, quicker response to boost. I wouldn't expect any PCM issues whatsoever.
Remember I did a much more difficult swap on mine, and had no issues. I planned well though, and fully researched it first. The Gen2 to Gen3 swap is much more problematic than the 3/5 swap.
Advantage? Less heat, quicker response to boost. I wouldn't expect any PCM issues whatsoever.
Remember I did a much more difficult swap on mine, and had no issues. I planned well though, and fully researched it first. The Gen2 to Gen3 swap is much more problematic than the 3/5 swap.
#26
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Originally Posted by willwren
The GenV is just like any other device. It stuffs air. But it does it more efficiently than a Gen3. So you can run a larger pulley to create the same boost a smaller pulley on a Gen3 would.
Advantage? Less heat, quicker response to boost. I wouldn't expect any PCM issues whatsoever.
Remember I did a much more difficult swap on mine, and had no issues. I planned well though, and fully researched it first. The Gen2 to Gen3 swap is much more problematic than the 3/5 swap.
Advantage? Less heat, quicker response to boost. I wouldn't expect any PCM issues whatsoever.
Remember I did a much more difficult swap on mine, and had no issues. I planned well though, and fully researched it first. The Gen2 to Gen3 swap is much more problematic than the 3/5 swap.
#27
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Hey Paul, how are your injectors doing? What did your old scans show?
The guy who has the Power Tuner that'* going to tune my 99 has a 98 GTP with a ZZP full intercooler, 3.2" pulley, Power Tuner, a cheap 3" PVC warm air intake and on the scanner it'* indicating his injectors are maxxed out. That'* a lot less than you have, but I'd bet he has a lot more miles. As far as I know he'* running stock exhaust.... including manifolds.
Upon hearing that I suspect I may have to upgrade to 39# Ford Lightning or 42.5# injectors, especially when I put my GEN V on.
The guy who has the Power Tuner that'* going to tune my 99 has a 98 GTP with a ZZP full intercooler, 3.2" pulley, Power Tuner, a cheap 3" PVC warm air intake and on the scanner it'* indicating his injectors are maxxed out. That'* a lot less than you have, but I'd bet he has a lot more miles. As far as I know he'* running stock exhaust.... including manifolds.
Upon hearing that I suspect I may have to upgrade to 39# Ford Lightning or 42.5# injectors, especially when I put my GEN V on.
#28
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Paul is on stock injectors (36#) but survives perfectly with them the same way I do. And his fuel trims are perfect, as are mine, and for the same reason.
The GenV MIGHT cause him to have to upgrade, but then again, it'* more EFFICIENT. Not necessarily more boost/fuel.
The GenV MIGHT cause him to have to upgrade, but then again, it'* more EFFICIENT. Not necessarily more boost/fuel.
#29
I was having fuel issues a while ago and solved it by simply upping the fuel pressure to the equivalent amount to equal the flow of 42 lb injectors.
The downside to doing that is it takes away my margin of fuel pump wear cause I'm up near the 60 psi max.
It'* Christmas Eve Bill.....can I open it now....can I ....can I.......
The downside to doing that is it takes away my margin of fuel pump wear cause I'm up near the 60 psi max.
It'* Christmas Eve Bill.....can I open it now....can I ....can I.......
#30
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Don't open it, biotch. Not until tomorrow.
I've upgraded to a Walbro 255, but my stock fuel pump (in new condition) outflows the S2 pump anyway.
The Walbro may be all Paul needs, or the new one (non-walbro) that INTENSE sells now. A new fuel pump coupled with the FPR we run is a great combination for bumping up the fueling without the cost of new injectors or a PCM burn.
I've upgraded to a Walbro 255, but my stock fuel pump (in new condition) outflows the S2 pump anyway.
The Walbro may be all Paul needs, or the new one (non-walbro) that INTENSE sells now. A new fuel pump coupled with the FPR we run is a great combination for bumping up the fueling without the cost of new injectors or a PCM burn.
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