<img src="/forums/images/graemlins/lol.gif" alt="" /> <img src="/forums/images/graemlins/lol.gif" alt="" />

Frank has invented supercharger lag! <img src="/forums/images/graemlins/lol.gif" alt="" /> <img src="/forums/images/graemlins/lol.gif" alt="" /> <img src="/forums/images/graemlins/lol.gif" alt="" />

Dang it, Eddy - you're rough on a fellow!

But, just to be clear, it ain't supercharger lag - it might be transmission lag caused by too much engine power - which in turn doesn't let the accelerator pedal get far enough to pull the kickdown in. <img src="/forums/images/graemlins/lol.gif" alt="" />

Maybe when I put the 32s on it'll behave better.

Frank <img src="/forums/images/graemlins/cheers.gif" alt="" />

I'd go minus side of one turn tighter on the tpv cable. A little does a lot there. The proper adjustment range stock is about 1/16". Or just thumb shift it with the od off button.

I put the 32s on today and drove it a little. The entire power curve relative to ground speed has changed.

The increased weight and diameter of the 32s took a lot off of low-speed acceleration and put a very noticeable amount more on at highway speeds. The tire weight/size and resulting increased torque demand for acceleration causes the expected and desired result of getting more into the throttle for low-speed acceleration - which resolves most of the need for a kickdown cable adjustment. I haven't yet driven it enough to know what I want to do next, but I do find it getting into boost to maintain speed on the slightest grade at highway speeds and I'm not too fond of that.

I'm thinking that some Diamante and Montero cam trials with adjustable sprockets are the next move.

Frank

I met Frank in Augusta today to swap some parts. I drove the G-Raider. All I can say is.... EFFIN WOW!!!!!

It was amazing. Even better than before.

It was great to see you again and chat. The boys talked about you the whole way home. Wish you were closer, they could learn alot from you. They can't have too many Grampa's...

Oh, and next time, I'm buying the food dammit!

It's funny watching the expression on people's faces when they drive the truck and put the dumb pedal on the floor from a power-braked start. Larry left about 50' of twin-track rubber on somebody's street and probably scared the neighborhood sqirrels with the rear end dancing right and left while 2 otherwise seemingly sane adults were heard giggling over the engine scream.

But - he couldn't break it, so it's ready for the next lead-foot drift driver to try. <img src="/forums/images/graemlins/kewl.gif" alt="" />

I enjoyed seeing you, Lisa and the boys - and thanks again for the parts!

Frank <img src="/forums/images/graemlins/cheers.gif" alt="" />

Looks like you will be getting miles of smiles from the Super Monti this time. It might take awhile till I get my azz down there but maybe the twin turbo pickup will be what I bring along.

Hi Charlie -

A twin turbo should leave me in the dust after a short distance, but between the stoplights, I might have a little advantage - if I keep the wheelspin under control.

I still have some tuning to do, but it appears that this engine is quite good.

I don't know what to make of the cam setting - there's more power down low and as it winds up in 1st, 2nd and 3rd, it becomes a wild animal from 4000rpm to where I shift it at 5500rpm - yet when it's in O/D at highway cruise around 2500rpm and I kick it down into 3rd, it doesn't want to accelerate as fast. I'm wondering if it's a transmission thing or a cam thing. Sometimes just cruising around 2000rpm and in O/D, it seems to have another gear between 3rd and O/D. Maybe I'm seeing converter slip in 3rd and movement in and out of lockup in O/D, but for now, it's confusing me a bit.

Frank <img src="/forums/images/graemlins/cheers.gif" alt="" />

When I first got my Turbo swap on my 2.6 Monti done I was always frustrated in that every time I would squeeze on the throttle the engine would rev up to 3K or more. When just loafing along this is frustrating. Once I upped the control pressure and got a low rpm lockup converter I could make good use of the added torque the engine provided. Now that was a pre lockup transmission but I am curious if what you are experiencing is an early unlock of the TC allowing the revs to flash to where the NA engine needs to be to make torque but is now above where your engine starts to be strong.
I have not looked into the early lockup transmissions but my approach would be to,
1) Find the control circuit for the lockup and delay the unlock.
2) See what other Torque converters have a lower stall speed to hold the low end torque you now have. Mine came from a V6 Toyota.
3) Consider a change in the valvebody to the control pressure valve. I machined a new one that ramped the pressure up much more quickly than the original. If you can get the valve or even a valve body I can make some up.

Once you can get the transmission to hold the torque better than you can get a better long term feel of the powercurve.

I'm not yet sure exactly what is happening. I'll need to do some more driving to understand it. It could be that at some speeds it needs to do a double kick-down to get into the power band..... if so, maybe a cable adjustment will do the trick.

Frank