Yeah that could probably work. I think first I'll see if I can bend the throttle arm away from the pump a little more and then trim the end off the solenoid's stud so I can put it inside the cover and still hook a wire to it.
When I first thought of it, I happened to have 2 of those blowers, but I have since then given 1 to my brother. I thought maybe a parallel path thing could be done, but really......for the added complexity and what I'd gain, it just wouldn't be worth it. Now the cool factor when the hood is popped.....THAT might be worth it! Or have them sticking out the hood all Mad Max style.
I've seen dual's like that on a small block, anyway I think your on the right path and it looks like your stall speed is 1.6k any idea what your boost is at when it stalls? I'm stalling about 2.1k & considering a much lower stall w/triple disk to load the turbo sooner.....Transmission Center has #80B3 triple clutch w/built in 2.1 torque multiplication down on the low as in 1.2k rpms.When I first thought of it, I happened to have 2 of those blowers, but I have since then given 1 to my brother. I thought maybe a parallel path thing could be done, but really......for the added complexity and what I'd gain, it just wouldn't be worth it. Now the cool factor when the hood is popped.....THAT might be worth it! Or have them sticking out the hood all Mad Max style.
I'll just stick to tuning the turbo.
It's really hard for me to keep tabs on the tach and boost gauges at the same time. I would say that at 1600 I have 0 boost still, but it starts coming on not much after that. It comes off 1600 so fast that it's hard to come up with the point that it starts making boost. And then as the boost really starts to hit it makes the converter stall higher. It actually works pretty nicely.
DATA LOGGING may help with that, like I said before it looks to be a consistent 1.k stall which is good IMO and that is with 3.73 gearset's. Be careful about what may appear to be another stall after the initial 1.6k because it maybe slippage somewhere in the transmission or lockup clutch.
The US Shift controller detects trans slippage by comparing the 2 transmission speed sensors and so far I haven't had any codes show. The new converter has a triple disc clutch and you can definitely tell when it's locked up.
Ha! What was that for, Bo Derek in 10?
Who built your torque converter, know what the built in torque multiplication rate is?I had a fun lunch just now!
First, after a G6 saw me take off at about 1/3 throttle, he thought he could take me. I showed him what taking off at full throttle looked like. He didn't stand a chance...
Second, sitting in the Arby's drive-through, a guy was yelling to his friends, "Hey, that thing's a diesel!!" and then he told me it was "tight".
Third, I did a new 0-80 video. It looks like I still need to do some tweaking to 1st and 2nd gear because it's still shifting too soon, but you can see the converter really lock in around 55mph. I'm at a 7 second flat 0-60 and 0-80 is right around 10.8 seconds. Not much longer and I'll be ready to hit the drag strip
Precision of New Hampshire. I have no idea what the torque multiplication rate is.
Yup! It's getting there.
It has a billet cover. Their Heavy Duty line is all billet covers.
Uhhhh.....it was included in the cost of my rebuild. It was an upcharge but I don't remember how much. $300??
