I BLEW IT!!!!!!!
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The duration of the lifespan is directly proportional to the lack of the dumbass in your brain.
And inversely proportional to stupidity and bad breeding.
Nobody chunks a S1 piston unless they're stupid. It'* really that simple. He ran lean because he was over-modded in an under-tuned car.
And inversely proportional to stupidity and bad breeding.
Nobody chunks a S1 piston unless they're stupid. It'* really that simple. He ran lean because he was over-modded in an under-tuned car.
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From: Alberta, Canada
After reading the adjustable FPR debate, I have to side with Willwren.
If you read his posts you have to. He was running lean an IDLE AND AT WOT. So, lean ALL THE TIME. Obviously, the only way to increase fuel and bring the A/F ratio back to normal is to either change to a larger lb/hour injector, or increase fuel pressure. Increasing the pressure to an injector will increase the amount of fuel it sprays during it'* on time; this on time, or "pulse width" is the only control the computer has over fuel delivery. When the computer has to increase pulse width over a predetermined amount, fuel trim values increase. So if you need more fuel, you can increase pressure and the computer therefore won't need to increase pulse width (much) to achieve higher fuel delivery, meaning fuel trims will remain near zero.
I see where people who dissagree with Wilwren are coming from. They're saying that if you're running lean up top and you increase regulator base pressure, you will run rich up top. Ignoring the fact that Wilwren is RUNNING LEAN ALL THE TIME, NOT JUST UP TOP, they are correct. If you were running lean up top and not down low and you increased base pressure you WOULD run rich down low until the computer compensated, and then this would be reflected in the fuel trims at low RPM, as was said. Remember, the computer stores seperate fuel trims for different engine RPM and load conditions. However, I don't see why the change in fuel trims would be bad. It'* a necessary side effect of adding air. If you go to a larger lb/hour injector, you'll still see the same change in fuel trims. That'* assuming you don't reprogram the PCM to recognize the larger injectors anyhow.
If you read his posts you have to. He was running lean an IDLE AND AT WOT. So, lean ALL THE TIME. Obviously, the only way to increase fuel and bring the A/F ratio back to normal is to either change to a larger lb/hour injector, or increase fuel pressure. Increasing the pressure to an injector will increase the amount of fuel it sprays during it'* on time; this on time, or "pulse width" is the only control the computer has over fuel delivery. When the computer has to increase pulse width over a predetermined amount, fuel trim values increase. So if you need more fuel, you can increase pressure and the computer therefore won't need to increase pulse width (much) to achieve higher fuel delivery, meaning fuel trims will remain near zero.
I see where people who dissagree with Wilwren are coming from. They're saying that if you're running lean up top and you increase regulator base pressure, you will run rich up top. Ignoring the fact that Wilwren is RUNNING LEAN ALL THE TIME, NOT JUST UP TOP, they are correct. If you were running lean up top and not down low and you increased base pressure you WOULD run rich down low until the computer compensated, and then this would be reflected in the fuel trims at low RPM, as was said. Remember, the computer stores seperate fuel trims for different engine RPM and load conditions. However, I don't see why the change in fuel trims would be bad. It'* a necessary side effect of adding air. If you go to a larger lb/hour injector, you'll still see the same change in fuel trims. That'* assuming you don't reprogram the PCM to recognize the larger injectors anyhow.
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You have to remember that I'm running an aftermarket PCM and a setup that nobody else has. I'm also flowing alot more air than any other 92/93 L67. I'm also backing that AFPR up with a Walbro 255 fuel pump.
Now back to the question. What did you FIX. What did you REPAIR.
Now back to the question. What did you FIX. What did you REPAIR.
Thread Starter
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From: kalona, ia
i ended up replacing the pistons with aftermarket pistons that have teflon coating on the sides and ceramic coating on top. New crankshaft due to one of my rod bearings getting ready to spin......custom made forged rods. porting and motor built by the #5 engine builder in the US according to the jegs engine masters challenge. ported supercharger, LIM, throttlebody, heads and exhaust mani. still running 2.3 pulley with no problems and no KR!!!!!
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You might want to remove the Cat delete from your sig. You know I can get $250 from the EPA for turning you in?
And can you please put your year and model back in your sig?
I thought you had a 93, so how could you have deleted a resonator that wasn't there? Did you know you lost low-end torque deleting the cat?
And can you please put your year and model back in your sig?
I thought you had a 93, so how could you have deleted a resonator that wasn't there? Did you know you lost low-end torque deleting the cat?
