1989GTA

Ok, got back from Cunningham Motorsports for the final tune. I must say I am very, very happy. Money well spent. Drivability is now excellent. Tuned both the motor and the transmission. Big, big difference. A few notes.

1. My converter not locking up was do to low pressure to the torque converter clutch. It was actually locking up but the pressure was to low for it to do the job adequately. Now it works like it is suppose to.

2. Regarding the brake switch. The normally open switch position is the way it is suppose to be as shown by the schematic Hart_Rod posted. 12v to the ECM and TDM only when the brake is applied.

3. CMS has a Mustang dyno and it reads 4% lower than the corresponding DynoJet up the street from his shop. Many back to back tests. So if you want the numbers to compare to a Dynojet multiply by 1.04.

4. The dyno pulls were performed without locking up the torque converter. I have a Yank SS3200 single band converter.

5. This dyno pulls were done on California 91 octane. This cuts down on the amount of spark advance you can use compared to other states where 93 octane is available.

6. When I did my heads I did not think I would be winding the motor up past 6500rpm and retained the heavier L92 intake valves. In hind sight that was a mistake. He started to run into valve float around 6600+ rpm. So the shift points were set to be no more than 6500rpm. The motor would have carried higher if I had the LS3 intake valves.

Here is the chart.

speedtigger

iTrader: (16)

It's is making great power. I bet she runs really hard. In looking at the dyno sheet, it looks like it may want a little more converter, but we will see how it does.

1989GTA

I think you are spot on with your analysis. There are a few things I can do if I come up short of my goals. I will try and get by the scales later this week. Got to see what this car weighs.

Hart_Rod

iTrader: (3)

Nice power! I'm sure it has a little more in her...:-). Remind me again, did you use a pull up resistor on your TCC relay? What TCC pressure did you use to make it hold?

1989GTA

No TCC relay with this transmission. Has the transmission control module inside of it. I don't know on the TCC pressure I need to download the files and take a look see.

Hart_Rod

iTrader: (3)

I should have worded my question better, what did you connect you TTC wire (blue/white) to? The brake lights?

1989GTA

My fault. Anyways the blue/white wire(s) go to the common side of my dual brake light switch. The normally open side goes to fused 12v ignition power. The normally closed switch position has a resistor that goes to ground. Don't remember the ohms off hand. I think around 600. I did not use a relay.

Edit: I forgot to report on the 160 degree thermostat. Driving down there today the engine got as cold as 168 degrees. Out side air temperature was around 58-60 degrees. That is to cold for me. I will probably go ahead and put in a 2010 thermostat as I think they are like 187 degrees. I would prefer a 180 degree thermostat put I don't see any for sale for the LS3 style motors.

Hart_Rod

iTrader: (3)

Thanks Allen. I only have one blue wire that comes out of my Speartech harness that is labeled TTC "connect to brake + when pushed". Here is how I wired it up (see the attached diagagram). Interestingly enough, there is 8 Volts on the blue wire when it is not attached to anything. It jumps to 12 volts when you apply the brake.... When driving the car and logging data I can see the converter lock and unlock based on the tune. BUT, it does not unlock when I press on the brake pedal, so I'm stumped on this AGAIN!

Please post a part number of the 180 thermostat when you get it installed. I still think you will need to updgrade you OS to get the full benefit of the lower thermostat.

Rob

1989GTA

That is exactly how I have mine hooked up but using a switch instead of a relay. I had my meter hooked up to the blue/white wires going to the ECM and TCM but I don't remember 8 volts being there. I do remember it jumping to 12v when the brake was applied.

You might have to do a little trouble shooting and disconnect part of the circuit one wire at a time and see what that does.

Hart_Rod

iTrader: (3)

So you have yours wired like this....

1989GTA

No. I am using the brake switch with two completely different sets of contacts. I set controls the car brake lights. The other set controls the circuit we have been talking about with the blue white wires. I am getting ready to go out but will post a picture.

Edit: I thought I had a picture of the double contact brake switch. Can't find it.

1989GTA

Hart_Rod, if I am reading the right TCC table the max alowed line pressure is set at 250 across the board. It was at 138.2 across the board.

Hart_Rod

iTrader: (3)

No worries about the picture of the switch, I think I know what you are talking about. I think we have the TCC connected the same way electrically, just different methods of doing it. Thanks for the pressure #'s, I'll check mine. Take care,

Rob

1989GTA

"I think we have the TCC connected the same way electrically, just different methods of doing it."

Exactly. Electrically there is no difference.

1989GTA

Ok, got the car weighed today. With the spare tire, jack and some miscellaneous goodies it grossed at 3640. So take away the spare tire(27), the jack(27) and the miscellaneous (5-10) that would be around 3580 lbs race weight. This is with about 5/8 tank of gas. So right where I thought it would be compared to Speedtiggers car.

Edit: The 160 degree thermostat seems to be working a little better after driving around today. I may have had some air pockets from changing the thermostat and the air pockets have worked there way out. More on this later.

speedtigger

iTrader: (16)

How much does the driver weigh?

1989GTA

If I am driving 250. One of my racing friends 170.

speedtigger

iTrader: (16)

Ah the driver mod.

Long Beach GTO

149# last Saturday

1989GTA

That is another .1 off the clock if he drives.