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Topics - dyermullet

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1
Has any experienced this issue.  I have been experimenting with a new setup and using a grainger valve (manual boost controller) I built.    I have the factory waste gate with the typical cut and threaded rod.  When I installed the manual boost controller I also loosened the tension on the waste gate rod.  I set it to where i only need to tension the spring the diameter of the hole to hook the rod onto the flapper arm.  I can't get higher than ~20 psi even when I bottom out my manual boost controller.  I was able to make adjustments and get a response until I got up near 20 psi then no more. 

I am thinking the exhaust pressure may be forcing the waste gate flapper open.  I had never ran this loose on the waste gate adjustment before.  I am going to try to increase the tension on the actuator and see what the result is.  Also I will pull the grainger valve off the car and test my last adjustment with air compressor.  It is going to rain today so I don't know how much road testing I will be able to do.

Any one experienced this before?  Any other ideas or something I am missing that is not letting me exceed 20 psi?

2
General Buick Tech / Roller cam options
« on: April 20 2016, 02:42:26 PM »
I have done some searching on tb but can't find current info.  Maybe we can put together good information and add it to the knowledge base below.

What are my options for going to a roller cam?   

From what I can tell their are two styles of cam retention. 

Ductile Roller Cam - Uses roller button and shim between front cover to get correct clearance.
 
Billet Roller - Uses cam retainer plate.  Needs oil mod to get more oil to lube distributor gear.  Needs different material gear on distributor/cam sensor.


Then their is the choice of lifters; morels, comp and others? 

Is the above correct? 

Do I need to be concerned about distributor gear/cam sensor gear material like on a chevy or ford?


Swap to roller cam will also require:
New Valve springs - correct spring rate
Correct length push rods - measure during assembly
Possibly Upgrade to valve train; HD rocker shafts, upgraded rocker shaft supports






3
General Buick Tech / pressure drop on pte stock location intercooler
« on: September 21 2015, 05:42:27 PM »
Has anyone measured the pressure drop on the PTE SLI?  I did some searching but didn't find the answer.

I was reading Steve's combination article, at the time Bob Dick didn't test the PTE SLI.  It probably wasn't being produced at that time.
http://www.vortexbuicks-etc.com/combination.htm

4
General Buick Tech / rebuild TA49
« on: September 06 2015, 12:22:35 PM »
My TA 49 is leaking oil and has shaft play.  There is no rubbing of the wheels onto the housings.   I can't get the nut loose on the compressor side, any tips on disassembly?  I tried clamping in a vice but it slips. 

Thanks

5
General Buick Tech / brake system math
« on: June 07 2015, 10:10:24 PM »
I want to put together some good brake system numbers.  Possibly when this is complete can re-post to the knowledge base. 
For now I am just going to focus on the factory GM g-body vacuum brake system.
I have converted my car to the blazer front brakes, and S-10 rear wheel cylinders.  I want to put the numbers together for the OEM setup as a baseline, and then compare to the blazer brake and S-10 wheel cylinders. I didn't notice a pedal feel difference going to s-10 wheel cylinders but after the blazer brakes I now have more pedal effort.  The exercise is to calculate the different in pedal effort and travel before and after, with the moving the system closer to the feel of the original.


Here is the equations I have put together so far.

Line pressure (psi) = Leg Force (LB) X Pedal Ratio / MC Area (in^2)

MC volume displaced (in^3) = MC stoke (in) X MC area (in^2)

Force at Caliper (lb) = line pressure (psi) X caliper piston area (in^2)

MC stroke (in) = caliper stroke (in) * caliper area (in^2) / MC area (in^2)


I am not concerned with the amount of force added by the vacuum booster because it is a constant/unchanged between both system.
Average leg pressure applied to pedal is between 100-150 lb.  I will use 100 in the equations
Pedal ratio is a constant between the systems, but I will enter the actual value.


I searched for over an hour on tb.com and could not find where anyone has posted the pedal ratio of the factory vacuum brake pedal.  Does anyone know if not I will try to measure mine this week.

G-bodyMC bore is 15/16" - Someone please confirm and it is a single bore 15/16" for both halfs or is the MC dual bore?
Stock calipers piston 2 1/2"
Blazer calipers 46mm piston X2
This is only a 4% increase in area so that equals a 4% increase in pressure on the caliper to the pad.

g-body rear wheel cylinder 3/4"
S-10 rear wheel cylinder 7/8"

I will start searching and filling in the values as I find them.

G-body vacuum disk brake system front:
Line pressure (psi) = 100 (LB) X Pedal Ratio / 0.6899 (in^2)

MC volume displaced (in^3) = MC stoke (in) X 0.6899 (in^2)

Force at Caliper (lb) = line pressure (psi) X 4.906 (in^2)

MC stroke (in) = caliper stroke (in) * 9.812 (in^2) / 0.6899 (in^2)

Blazer disk brake conversion front:
Line pressure (psi) = 100 (LB) X Pedal Ratio / MC Area (in^2)

MC volume displaced (in^3) = MC stoke (in) X MC area (in^2)

Force at Caliper (lb) = line pressure (psi) X 5.14 (in^2)

MC stroke (in) = caliper stroke (in) * 10.28 (in^2) / 0.6899 (in^2)

G-body vacuum drum brake system rear:
Line pressure (psi) = 100 (LB) X Pedal Ratio / MC Area (in^2)

MC volume displaced (in^3) = MC stoke (in) X MC area (in^2)

Force at drum (lb) = line pressure (psi) X .8224 (in^2)

MC stroke (in) = caliper stroke (in) * caliper area (in^2) / MC area (in^2)
S-10 wheel cylinder conversion rear:
Line pressure (psi) = 100 (LB) X Pedal Ratio / MC Area (in^2)

MC volume displaced (in^3) = MC stoke (in) X MC area (in^2)

Force at drum (lb) = line pressure (psi) X 1.202 (in^2)

MC stroke (in) = caliper stroke (in) * caliper area (in^2) / MC area (in^2)

6
A/C, Heating and Cooling / ideas to seal air box
« on: June 06 2015, 01:25:45 PM »
The gasket between the two halfs was destroyed when I took the top off the air box.  Any ideas of what I can use to replace it?

8
Thrasher stock injectors pump gas - plastic holder is broke but the pins on the chip are not damaged.
Kenne Bell stock injector pump gas
Joe Lubrant stock injector 110 Race gas
$15 shipped for all three.

 
 
 

9
General Buick Tech / rigid intake pipe with stock maf
« on: March 26 2015, 07:06:47 PM »
What are my options?   After 10 years my flexible tube has finally failed.  I have a stock sized turbo inlet bell, and am running a stock maf sensor.  I would prefer a bent pipe, and not a straight pipe with angled couplings, but I would be ok with that also.

10
For Sale/Trade/Want To Buy / WTB trans slip yoke
« on: January 20 2015, 12:15:57 PM »
Edit:
 
I bought one off ebay.  Thanks
 
Scott
 
 

11
Transmissions / Cleaning/rebuilding stock D5 or replace
« on: December 28 2014, 09:58:07 PM »
I am finishing up a rebuild on my brf trans.  I am just doing a stock style rebuild following the CK book.

I have a stock (as far as I know) D5 converter 110,000 miles.  Stock longblock, TA49 turbo, and no plans to try to set the world on fire with this car.  I will take it to the track occasionally but it is a street car first.

How much should I expect to pay to have a shop work on my converter?  What would I need done, replace the lockup clutch, and increase the stall some? 

Price wise how does that compare to buying a new converter?  Besides increase in stall is there any major benefit of an aftermarket converter compared to the stock?

Edit:  I forgot to say I am trying to keep my $$ investment in the 2004R platform to a minimum.

12
Transmissions / No 1-2 shift WOT
« on: December 12 2014, 09:34:56 PM »
I have been having lots of problems with my new 2004r.  The builder has stopped responding so I guess I am on my own.

disclaimer - The TV cable is set properly, the fluid is full and I am not a dumbass (but troubleshootin g this trans is making me feel like one).

At part throttle (below half), starting from a stop the trans shifts very late into second gear.  I hold constant throttle and the car gets over 4000rpm and just stays there and finally it will shift.

Starting from a stop WOT, the trans will not shift out of first gear.  It just stays in first gear, until I lift the throttle.  Once it is in second gear I can accelerate with part throttle, if I give it any significant amount of power in 2nd gear the trans slips.  3rd gear appears to work. 

I have taken pressure measurements I will go get my notes and post in a minute.

Before I smoked the 2nd gear band I was having a multitude of problems.  The trans would shift late and hard 1-2, and 2-3.  I checked and double checked the tv, even took the pan down and checked.  Made no changes drive the car and the late and hard shifting was gone.  Park the car in the garage, change nothing, drive a few days later and back to shifting late and hard.  I think their is something wrong with the "special" TV spring and plunger my builder uses.  I was planning to try taking the TV parts out of my stock trans and swap into this one.  I need to find out what is wrong with this thing before I tear it down to fix the band.



Thanks in advance.

Scott


13
General Buick Tech / preference on brand of TV cable
« on: November 21 2014, 03:34:50 PM »
Any preference on a brand?  Or better question any bad experience with one brand or another? 
I am dropping the pan this weekend to change my speedo gears. At the same time I am going to try to measure the pv plunger per lonnie's directions and hopefully correct the poor shifting I have been experiencing so far. I want to pickup or order a cable incase I need it, and if I don't use I will keep as a spare.

14
General Buick Tech / crank sensor adjustment
« on: November 08 2014, 09:13:10 PM »
I have already read this and gnttype
http://www.vortexbuicks-etc.com/cranksensor.htm

I need some advice on how to adjust I can't find a position that doesn't rub.   

I havn't seen a two liter bottle with the black plastic botton cap in 10 + years :icon_eyes: and I don't have any credit cards I can cut up.
 
Both crank sensors I have are much larger than the one pictured.  The one in the picture looks like it would be easier to adjust. I kind of remember that mayber their was a revision to the crank sensor is that true?

The balancer came with this engine (used short block) the crank sensor came off my old engine. No problem with this sensor before, don't know about the current balancer.


15
General Buick Tech / Downpipe Exhaust Hanger
« on: November 04 2014, 12:08:32 PM »
Mine finally broke.  I am still running stock down pipe with hollowed out cat.
I remember a few years back someone was rebuilding them.  Does anyone remember who that was?
 
 

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