I know that you need a chip to run the 90mm Mass Air but you don't need one for the single bore throttle body. I can't remember if you need a chip to run the blower pulley though. Can someone tell me if I have to have a chip to get the pulley.

Thanx

 

I think that JDM stated that you don't need a chip for the crank pulley or the TB but you will need a chip for the 90mm mafs.

HANKFAN

 

HANKFAN is right. Lloyd

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2000 Black L Airaid & Superchip R9. Drag Results: Best ET: 13.07 Best MPH 103.09 Best R/T .501 (twice) Best 60' 1.631 on F1's. Mods to come: JDM 90MM MAF, JDM 2# lower pulley, JDM Oval TB, JDM Line mod valve, JDM Flip chip steet/race, PSP Electric fan kit, M/T ET streets, Drive shaft loop. I thought I could be happy with a chip & filter, but NO! 1973 Cutlass Supreme 455/450HP 4 speed. Too many Mods to list! 95 Olds Aurora 91 S10 305TPI/700r4 project 2000 freightliner FL60 Rollback tow truck My garage overuneth.
MODERATOR OR ROAD KILL AT www.svtperformance.com

 

Thanks HANKFAN thats all I needed to know. I'm trying to get get all the mods that I don't need a chip for first. Then get the chip with the other stuff so I won't have to send it to be reburned a lot.

 

I have also had the upper pulley done for some time now without any problems. Our fuel regulators are boost sensitive, it will add the extra fuel needed for the extra air gained from a pulley swap.

 

Since I've got a pulley coming, I've got a question.

Is it really of any benefit to run the engine to 5,600 rpms? It seems to me that the stock heads and cams really fall off after 5,200 rpms. I mean, every dyno plot I've seen so far shows these engines practically falling on its face at higher rpms. I'm really wondering if it wouldn't be more beneficial to shift at 5,200 where max power is, and there'd be no worries of "fragging" either. Am I missing something?

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Jim
Black '00
#1,757 built 3/30/00
Clear corners
J.L. Race program
J.L. Stage II ram-air
MagnaFlow Exhaust

 

Gforce- I was thinking the very same thing!


HANKFAN

 

The point of revving past the peak power is to maximize the area under the curve, ie., because of the spread of the gears you don't want to shift at such a low rpm that the revs fall way off into a low power area when you shift. My concern is not getting enough fuel to the motor, it is the tip speed of the impellors. They are already running pretty close to maximum with stock shift points, bump the speed up with a chip and you are close to the ragged edge. Add a blower pulley and.....well, I hope you get my point. When I have the pulley installed I think I will have the chip reburned to shift at a lower rpm, I just can't afford to take a chance on my daily driver.

 

alphadoggy,

I agree 100% on what you said about the area under the curve. And that would be very true of let's say a 4 banger turbo or a motorcycle engine. But these truck engines are real brutes at anything over 3 grand.

So, if it shifts at 5,200 rpm, where does the tach fall back to - somewhere in the 4k range, which is where the healthy power is being made. Maybe I'm still not gettin' it, but if the engine is spending 1-1.5 seconds in a non-productive area (5,600) of the rpms, such as the 1-2 shift, and then the 2-3 shift, my thinking is that's nearly 3 seconds of unproductive revving down the 1/4, where it could have shifted and started pulling at 4k rpms both shifts. I dunno, I'm just thinking again which is usaully a bad thing.

And yes, I'm more than a little concerned about the risk of fragging. I told Jim @ JDM to adjust my shift points while he was burning it for the MAF.

------------------
Jim
Black '00
#1,757 built 3/30/00
Clear corners
J.L. Race program
J.L. Stage II ram-air
MagnaFlow Exhaust

 

Pulley will not affect the chip. Just did the pulley Friday night. Sweet!

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2000 Silver Lightning 13.82 (stock)
PSP 4-way
PSP Filter Kit
PSP Lower Pulley
Level 10 Shift kit
Snug-Lid
In the works:
Level 10 converter
4-Link

 

Maybe you don't need a chip for the blower pulley, but if you have already raised the shift points with a chip, when you change the pulley don't you run the risk of fragging the blower unless you drop the shift points some? What would be the recommended shift points with the pulley?

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I'd rather have a bottle in front of me than a frontal lobotomy.

'84 Alan Record Carbonio, Aerospoke wheels, Campy brakes.

'00 SVT Lightning, silver, built 2/9/00, #133 of 4966, G-tech Pro, JBA headers, 4.10 gears, Swanson chip, Pro-M, NGK plugs, carbon drive shaft, Roadmaster suspension kit, TransGo shift kit,
13.39 @ 102.5

2001 Kevlacat 2400, twin 115 Evinrude FICHT, Raytheon VHF, radar, autopilot and GPS chartplotter/fishfinder.

gmvye@pacbell.net

 

Alphadoggy- Asked JDM that very same question. He stated that he has had the pulley on his truck for quite a while with his upshift point being 5600 rpms. He has well over 30K miles on his L without any problems. If I remember right I think he stated that he has had the pulley on for 15K miles. Also JL has had the upper pulley on for quite sometime as well with out any problems.

HANKFAN