[Paul Workman]

Originally Posted by Dynomite

Paul Workman......I am thinking of your suggestion eliminating the secondary actuator control system and having Marc program/reprogram my chips (yes I have a couple)

In your last post in that thread http://www.zr1.net/forum/showthread.php?t=9370&page=8 was that idle issue taken care of....did you have Marc program the chip for secondary injectors on at idle? Are the secondary injectors programmed in sync with the primary injectors or how does that work?

No, I haven't latched the secondary relays; still controlled by the ECM. Neither I nor anyone with the secondaries removed has had an SES event (yet) that would shut down the secondary injectors. But, once I get the LT5 back in, it will be back on the radar as a "todo" this season.

I assume you mean each throttle plate in each secondary and elimination of the shafts also using your shaft removal technique?

Yep. Use the Dorman 555-108 freeze plug and a socket way smaller than the plug to drive the plug in place. (Thank Pete for that bit of info)

I would pull the shafts and plug the holes....Marc program the chip accordingly

Did you eliminate the secondaries before or after porting and did the fact you eliminated the secondaries have any effect on how you ported the injector housing?

I pulled the secondary hardware after porting the top end, before semi-porting the heads (in place). The secondary ports on the heads are at 36mm (stock). The secondary plates would not necessarily have had to come out, but I did remove them for better air flow, and because I radiused (is that a word?) the transition between the IH and the head, somewhat, to soften the bend between IH and the head.

The primary side is another question: That too is 36mm at the IH outlet. So, the head is opened up quite a bit to mate with the IH. From what I gather, most simply go down into the head, maybe a half inch to blend. I was working in a phased approach: always intending to port the heads, at a later date (Phase-II). As an interim step, what I did was create a smooth transition from the input of the head all the way down to the valve guide; about 3-1/2". (Man! I do so wish in retrospect that I had dyno'ed the car before pulling the heads (to fix a valve issue). I'd bet a steak dinner the net result of the P&P with the taper in the heads was worth significantly north of the 30 or so hp gain that is typical for a P&P.)




As for the heads,

I just sent Marc an e-mail

Back to you GC

>>