So, You Want To Put A Blower On Your Car...

Do you have a part number on the new pulley? Did they do a recent re-design? I would like to compare it to the one I have.
 
The Mark is back in action. I picked it up at 5:30, and put it back in it's cave. :) Miller said everything went well, and the 114" belt fits perfect with the new pulley.

The Gen 3 Vortech bracket with the new idler setup is part number: 4FK100-002. Part number 7U313-133 is the stud and 7F008-020 is the nut for the idler.

Aric loaded up the manual shift tune, and it is ready for the track :)

I will post some pics later. Glad to have it back. For those wondering, the bill came to $517 including the tow.
 
lol I thought about doing that, but I have to get back on the horse and ride... :) Actually, I ordered one of those in-car headrest camera holders, and plan to go to Atlanta Dragway on 10-9 for a daytime Saturday T&T and try out the in-car video recording and practice manually shifting the car.

Tomorrow, the car goes to Area 41 stereo shop to have the subs and amp installed. I put the subs in the trunk tonight, and they got hung up on the package shelf rack when trying to push them towards the back seat. So, the stereo guys will have to deal with that.
 
lol I know... It's all good... :)

I spent a little time driving The Mark today with the manual shift tune. It is going to take some time getting use to it.

From a stand still, the car will stall if i try to start off and go in third gear. I have to move the shifter to 1st to get the car moving.

When I shift to second gear, it is a hard and fast shift. About a second or so after the car goes into second, the torque converter locks up as hard as the shift itself. Aric told me that he has no control over the lock up force of the PI triple disc torque converter. It is either lock or unlock - with authority.

He said the TC has to unlock, shift, lockup in both second and third. Apparently, you can't keep it locked during a shift. I do not like the double bang of the shift and lockup, so I am going to have him turn off lockup after the second gear shift, and only do the lock up after the shift into third.

The car always breaks the tires loose and wants to turn left during the 1-2 shift, and I do not think locking the tc up is wise while I am correcting the wheel and trying to keep the car going straight.

Atlanta Dragway has a Saturday morning T&T on 10-9 from 11 to 8pm, and I hope the rain stays away so I can get all this stuff sorted out before SSHS10. :)
 
mlschultz said:
He said the TC has to unlock, shift, lockup in both second and third. Apparently, you can't keep it locked during a shift. I do not like the double bang of the shift and lockup, so I am going to have him turn off lockup after the second gear shift, and only do the lock up after the shift into third.

The car always breaks the tires loose and wants to turn left during the 1-2 shift, and I do not think locking the tc up is wise while I am correcting the wheel and trying to keep the car going straight.
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Hey Mike, that is very interesting. I think I am having the same scenario with my car. It is lock-unlock-lock situation in my tune going into overdrive and a couple buddies that run modified 2-valve interceptors with the same transmission claim that their cars do the same thing and claim it is a "4R70W thing". I don't know though because their cars both seem to be somewhat more subtle when it happens and mostly doesn't happen at all. Both run Edge converters and I run a Circle D. Both also run Diablo tunes while I run SCT. The one buddy claims that Circle D converters have somewhat of a more harsh lockup than the Edge converters do. Here again, I can't really say because I also run a 3800 stall 10" converter as opposed to my friend's 3300 stall 9.5" Like you say though, I think it is in the tuning and I wonder if I could benefit also from having the lock-up turned off at that point in the shift schedule:confused: Whaddya think? You seem to be on track here. I wonder how well that would work? I could post a video on here too for reference.....
 
FWIW, you can turn off the lockup in the tune. When I did mine at the track it was a solid .5 seconds slower ET.
 
you want it to lock up just after the 1-2 shift, that way you can still benefit from the little bit of torque multiplication from the TC. then LOCK that puppy up til the 2-3 shift comes on.

if you don't like the "double shift" of the unlock/shift/lock scenario then spend A LOT of time data-logging various transmission events/timers etc until you "tune it out".

it'll take a lot of work and TIME, experimenting with tc lock up rates, delays and speeds.
eventually you'll go insane, and live/deal with it.
 
I agree with you guys. Thanks for your input. Both Aric and JW run this tune in their t-birds, and I am sure they both have a lot of seat time tweaking with this tune, and it ain't getting any better.

I just don't have good karma using the tune yet. Tried it again yesterday, and keep stalling the car even trying to park it going from 1st to reverse and back again. lol I need a clutch now.
 
mlschultz said:
Stopped by the shop, and spoke with Ryan with IE to see how he did with his Vortech rep. He did very well. Vortech has stepped up to the plate, and is shipping all the parts needed on Monday, to get The Mark back on the road - No Charge!

Injected Engineering also stepped up to the plate and will do the work at a reduced labor rate! :) :)

My hat is off to Vortech, and Injected Engineering for making this right!

Not many companies out there willing to keep their customers happy. They restored that belief with me today that they are stand-up companies, willing to help a old man fall in love with his hobby again.
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Awesome! That's what I like to hear! :)
 
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