Keep me in the loop.
Once you put your car on the track you may agree that it's fast enough. When you can turn the car sideways on exit 5th gear on any track you run, the car is "fast enough". Also, consider the cost of tires, brakes, fuel, and transmissions.

 

my current NASA Enduro car is not VVT, which I regret. VVT gives more area under the curve. NASA PT rule is based on PEAK whp / weight ratio. so it is a disadvantage to run 99 engine.

problem with dyno numbers, is that numbers are everywhere. I've been to 3 different dynos (and 5 trips) in last 2 months. 2 Dynojet, 1 reads lower than another.

lowest reading Dynojet say 148whp, Dynapak says 169whp. the 148whp Dynojet (at 7's Only at BRP) is the one NASA often used to test suspected cheater cars. winning SM would pull ~125whp (not sure if that's done with a hidden switch or not ).

If I can start all over again, I would run a VVT motor. Emilio has 2 fresh built VVT engine sitting in his shop. we will see.

 

you could totally yoke a VVT motor to produce 125 hp peak and have monstrous torque. Basically it would be a rally car setup.

like this only 1/3 the power. note how "peak" means "flat"

 

That's the plan

 

curiously waiting on build thread. i'd consider ditching a turbo if it was a streetable N/A setup.

 

Sorry to pollute the thread Hustlefucker.

I got a question on this swap though, my friend just bought a 90 chassis with an 03 motor swap already done, PO just didn't quite finish it and needed to sell. Anyway, PO just used the 03 rail as-is and capped the return fuel tube on the chassis. I'd guess this will kill the stock 90 pump in short order. So I'm looking to put a regulator on the rail, anyone know which stock regulator will actually fit the space it's expected to occupy on the 03 motor? I used some random regulator and rail combo on my 99 motor swap.

For more parts acquisition simplicity I'm thinking of having my friend just do an mtuned rail and an external fpr, but I'd prefer to stick with stock stuff if at all possible.

On a semi-related note, do the injector clips from the 90 inj harness pnp with the 03 injectors?

Holla.

 

Buying the rail was easier than finding other stuffs on my 99.

 

^Are you using the rail with a stock fpr, or an external regulator?

 

FYI to the world, my car is currently semi-N/A right now.

or at least it's a 0 psi limit turbo system. i need obdii.

 

it was funny slow.


hey remember last night when i blew you

































...r meter fuse?

 

M-tuned rail with the stock FPR bent to clear the plenum. I'll convert to ss lines and an external FPR in the new few years.

 

yeah i totally came

































.... to the conclusion that you shorted my diagnostics port.

 

Do you guys like to play with each other...



































...period.

 

I'm pretty sure my one question may have gotten lost in the ghey.

Are 03 injectors pnp with the 90 injector harness clips?

 

I thought all 90-05 injectors all used the same harness clips.

 

Yes.

 

Baller, thanks.

 

The stock CAS has a crank signal and a cam signal?
As I understand it:
NA-CKPgnd~NB-CKPgnd
NA-CMPgnd~NB-CMPgnd
NA-CMPsignal~NB-CKPsignal(tach)
NA-power~NB-VVT

Which wire is signal and which is gnd for the VVT? I guess I'm confused. I thought these sensors used a gnd from the computer and a signal wire for the output back to the computer.

I have a very rudimentary understanding of electronics.

 

VVT doesn't care what gets +12v and what gets connected to the ECU.

Stock CAS has separate cam and crank signals. No tach signal from the CAS, the four wires are power, ground, cam signal, and crank signal.

 

So I assume the computer reads off the GND wire for signal? What about the CKP?
Why does the stock CAS have a CKP and CMP signal? I don't get it.