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task car Archive: the way to build a 3rd-Gen 1988 Pontiac Firebird | HP2-K39 test Braindumps and test Cram

Two many years in the past, they developed a 1988 Firebird system 350 challenge automobile on the pages of a defunct journal called GM high-Tech efficiency. "Magnum TPI" became the identify of that venture automobile, which become a play on words with the generic television drama Magnum PI. besides the fact that the journal's print readers gave the impression to reply positively to the task, none of the studies had been ever published online—what a shame. To remedy the condition, they now have summarized the 13 surviving experiences below and offered PDF get links so you can read the originals. (Scroll down in case you believe like digging in already.)

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regardless of these reviews not having been seen in pretty much 20 years, most of the pace constituents (or their up-to-date types) are nonetheless accessible these days; if you are taking part in around with a 3rd-gen F-physique these photographs can aid. GMHTP took this automobile from running excessive 14s in close-inventory trim to a better of 11.99 earlier than calling it quits. Take a brief stroll with us down reminiscence lane as they recap every story in short order. however first, let's get up to pace.

what's a third-Gen F-physique?

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if you're new to the world of muscle cars, you could well ask what a 3rd-technology F-physique is. The third era of GM's F-physique became constructed between 1982 and 1992, and it served as the platform for each the Chevy Camaro and the Pontiac Firebird. The F-physique became GM's interior code for the horse automobile structure, and it changed into designed to be an inexpensive, lightweight performer with rear-wheel pressure and V-8 vigour. These vehicles have a fab place in historical past as a result of they bridged the malaise-era of low-po smog motors and disco bumpers with the first wave of modern fuel-injected performance. To examine extra in regards to the third-gen Camaro and the IROC Z/28, click on here for the wonderful tale at the back of why they were once in a while ridiculed in their day.

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at the time these studies ran, the third-gen F-physique was considered over the hill. Its successor, the fourth-gen F-body, had come out with extra effective engines (the 275-hp LT1 from 1993 1997, and the 300-hp LS1 from 19982002), leaving the Tuned Port Injection (TPI) small-block Chevy in the third-gen to suck on the fumes of sooner, more moderen manufacturing facility sizzling rods. The tuned-port gasoline-injected engines offered within the third-gen F-physique (Chevy Camaro and Pontiac Firebird) have been the 305-cubic-inch (5-liter) LB9, and the rarer 350-cubic-inch (5.7-liter) L98, which had been lifted from the C4 Corvette (however with iron heads in its place of the Corvette's aluminum).

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The energy degree of these engines trusted each the model it was installed in (Firebirds had a extra restrictive air inlet because of their more aerodynamic hood) and model year (later years had been greater effective as a result of they weren't restricted by way of a MAF meter). frequently, the 305-cubic-inch LB9 turned into round 200 hp, while the bigger 350-cubic-inch L98 weighed in at 225 hp. These engines have been noted for his or her off idle grunt and gorgeous appearance, and their long, curved runners were generally responsible for both. for a lot of americans, the low-conclusion torque of the TPI runners made up for the inability of high-conclusion power but not for the staff of GM excessive-Tech performance journal. Recognizing the shortfall of efficiency relative to more moderen F-our bodies, they embarked on a collection of performance upgrades in gradual steps, that could still be reproduced these days. Let's examine how issues unfolded.

Story No. 1: Trackside Tune-Up

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ahead of the primary story, they had bought their 1988 Pontiac Firebird method 350 from Marvin Leach, who lived within the Chicago area. It had the extra potent, bigger 350-cubic-inch L98, however because of the Pontiac's reduce hood and extra restrictive air inlet in comparison with the Camaro IROC Z, they had a bit little bit of catching as much as do. Their first dragstrip trip with the vehicle at New Jersey's Island Dragway left us underwhelmed, offering a ideal quarter-mile e.t. of 14.eighty two at ninety two mph. through doing some trackside tuning with a bump in gasoline power, a free-flowing air filter, greater ignition timing, and cooling the consumption manifold with a bag of ice, issues enhanced to a 14.31 at ninety four mph. They then ported the upper intake manifold to healthy the throttle body and lower back to the music for a brand new most reliable e.t. of 14.27 at 94 mph. (download the story PDF here. )

Story No. 2: Exhaust setting up

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the first a part of their vigour Boost plan begun in earnest here situation when they tackled the exhaust system. despite the fact that their plan at the time had been ultimately so as to add a centrifugal blower kit to the stock 350, it would not change the requirement for a freer-flowing exhaust; they would want that anyway. street prison performance (SLP) sent over some 1 -inch shorty headers and a 3-inch cat-lower back exhaust, which become aided with the aid of a pair of two.5-inch diameter Random applied sciences catalytic converters, and new spark plugs and ignition wires. With the song shut down for the wintry weather, they headed to the Dynojet and accompanied a rear-wheel vigor raise from 200 to 209 hp. (download the story PDF right here.)

Story No. 3: Wheels, Tires and trip height

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With wintry weather entirely embracing their New Jersey office, they shifted emphasis from the engine room to some a great deal-necessary cosmetic advancements. As constructed, their Firebird formulation had a excessive riding '80s stance and smallish 245/45R16 rolling inventory; what it mandatory become a reduce, wider seem to head head-to-head visually with modern offerings. They changed the manufacturing unit "Deep-Dish hello-Tech rapid" wheels from the manufacturing unit (their real Pontiac identify) with some ROH ZS 17-inch wheels and Yokohama tires, lowered the steed with 1-inch decreasing springs from Hotchkis, and delivered one of the vital company's colour-matching strut tower braces. (download the story PDF here. )

Story No. four: right-end / Induction

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We ultimately obtained a significant prescription for including some horsepower in story No. four, with the caveat that they retain the vehicle's smog legality. They added a pair of Trick flow's then-new 23-diploma aluminum heads, a group of extrusion honed ACCEL TPI runners, an ACCEL 1,000-cfm throttle body, ACCEL SuperRam intake manifold base, and a gentle Comp hydraulic curler cam. They distinct the pleasing complications of doing all this to a TPI 350 F-body but then during a prom tuning session skilled a gasoline pump failure, which they replaced in a subsequent story. With this repair, task Magnum TPI ran a most beneficial quarter-mile e.t. of 13.54 at one zero one mph whereas having to lift the throttle to get the seven-hundred-R4 trans to shift into excessive equipment. (down load the story PDF here. )

Story No. 5: fuel Pump upgrade

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at the back of on the schedule, they had been compelled to replace the fuel pump earlier than its time, which is invariably no huge rate except on a 3rd-gen F-physique. These vehicles had been assembled gasoline tank first, then the rest of the suspension and driveline changed into bolted on. This necessitated removal of the Panhard bar, support brace, torque arm, springs, driveshaft, and rearend meeting. in addition, the fuel filler neck is imperative to the tank, leading to it taking a day and a half to swap the useless stock pump for a 255 liter-per-hour Walbro gasoline pump ($one hundred forty) for a 1989 turbo Trans Am. Jack Cotton of Agawam, Massachusetts—a Buick Grand national and turbo Trans Am professional—did their pump swap and had all contingencies coated. (download the story PDF here. )

Story No. 6: TPI hindrance shooting

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in case you decide to study only one of the stories from this sequence, here's the one. pretty an awful lot everything that may go wrong with an electronic fuel-injected TPI engine took place right here. word that we're skipping over a narrative that ran within the July 2001 concern because it's lacking from archives (most likely the rebuilding of the seven-hundred-R4 4-velocity computerized). then again, they have to've scratched out an improvement in that story because they mentioned the growth to a new ultimate e.t. of 13.00 at 104 mph. by means of this story, they had developed complications with tough beginning and lazy acceleration—stuff you'd consider would generate stored computing device codes however failed to. Then just after they finally worked through myriad complications (the wiring, a blown in-line fuse, a bad MAF meter, a non-functioning MAF burn-off relay, and a non-stock promenade chip) rod knock struck. It for this reason wasn't plenty consolation that they managed a chassis dyno test of 235 rear-wheel hp. (down load the story PDF right here. )

Story No. 7: 396ci Stroker build-Up

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With the manufacturing unit brief-block toast, there changed into little factor rebuilding it; most of that effort can be more desirable spent building anything greater. With aid from Strope's pace shop, they dreamed up an 11:1 396-cubic-inch stroker in accordance with the original block, adding a Cola cast crank, Lunati reciprocating meeting, .536-/544-inch raise 276-/281-degree length Comp hydraulic curler cam, 195-cc runner CNC-ported AFR cylinder heads, SuperRam "pizza container" consumption, and billet leading caps. Their story concentrated on the how-to's like cc'ing combustion chambers and crevice volumes, flowing the heads on a flowbench, degreeing within the cam, setting up the valvetrain, torqueing head bolts, and the cost breakdown, in addition to how they saved the brand new combo highway/smog pleasant. (download the PDF right here. )

Story No. 8: 396ci installing

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preparing any older vehicle for a brand new engine isn't as simple as yanking one engine and losing in one other—no longer if you happen to wish to it seem to be tip-accurate and be official. Working once more with the folks at Strope's velocity store (Washington, Pennsylvania) they cleaned up the engine bay, revised their customized dual-cat exhaust to accommodate some Hotchkis subframe connectors, Jet hot covered the SLP shorty headers, converted to an Evans cooling equipment, up to date the air conditioning to 134a refrigerant, reflashed the promenade for the bigger engine, and fabricated a huge-diameter snorkel inlet below the bumper to ram in some cold air. (download the PDF right here. )

Story No. 9: indoors and Rollbar

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because the SuperRam-geared up 396-cubic-inch stroker small-block changed into coming collectively, they used the downtime so as to add an NHRA-felony rollbar and swing-out sidebar from S&W, bolt in some five-element safety harnesses from Simpson, and refurbish the cockpit with new interior constituents from next generation, the late-model elements catalog from yr One. anyone trying to find tips on the way to construct a commuter-friendly rollbar that preserves the stock third-gen F-physique indoors will appreciate this story installment. however many of these F-bodies have been relegated to racecar duty or in any other case scrapped, this suggests how basically first-class the interiors of these vehicles could be. (download the PDF here. )

STORY No. 10: DFI installation

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a few years prior, they effectively ran a stock ECM in a supercharged 10-2nd 1987 Mustang in parallel with a DFI gasoline-injection system, the aim of which was to hold the federally mandated smog gear. For Magnum TPI, they went the same route, using a new Gen VII ACCEL DFI system with extensive-band closed-loop handle. A jumper harness from speedy tune performance become used to hyperlink the DFI system to the manufacturing facility computer, and a rigorous chassis dyno tuning session with 2nd street speed in Perkasie, Pennsylvania, produced 323 hp at the tires. in this configuration, they retained operation of the stock ECM and emissions device during cease-and-go riding, switching instantly to the wide-band DFI device at a predetermined threshold, retaining the better of each worlds. It labored, working a most desirable quarter-mile e.t. of 12.30 at 109 mph—but they knew there became more within the ancient woman. (down load the PDF here. )

Story No. eleven: cold Air consumption Fabrication

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With a more robust high-compression 396 beneath the hood, an even bigger gas device, large-band engine management, and a free-flowing exhaust, they nonetheless weren't getting the performance they anticipated, however at least this time they knew why: the Firebird's inventory consumption tune as compared to its Camaro sibling's turned into displaying its move restriction. With underhood area at a top rate, it took a lot of effort to fabricate a bigger 4-inch diameter inlet tube, which obligatory routing across the larger SuperRam intake plenum, a thicker and taller aftermarket radiator, and the already restricted house. They used each trick in the publication to retain the inventory hood and managed to select up one other 14 hp, bumping the vigour on the rear tires to 337 hp. (down load the PDF here. )

Story No. 12: track test and 11-second ET

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As they approached winter once again, they had yet another chance to get returned to the music, and they puzzled how quick their Firebird would run since its 3,625-lb race weight, shorty headers, a full exhaust, smog equipment, small camshaft, torque-biased intake manifold, and running pump gasoline. They had made some careful compromises in an effort to pass an NJ smog verify and hold drivability in precise-guy traffic, leaving what they suspected conservatively to be another forty to 50 horsepower on the table. things, besides the fact that children, didn't go as deliberate; the DFI's datalogging turned into sketchy and the extensive-band open-loop operation decided not to work. then again, they soldiered on with an excellent closed-loop tune, running a handful of 12-ohs with a foremost run of eleven.99 at 111 mph. Their goal of working an 11 was ultimately performed. (download the PDF here. )

Story No. 13: Baer Brakes

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In those days, GMHTP concentrated simply as plenty on working the highway route because it did on drag strip e.t. 's. uninterested in the large brake fade they acquired in the shut-down area of the music, they determined over the iciness to Boost the binders with Baer's 13-inch entrance song and 12-inch rear visiting systems, then which includes PBR's C4 Corvette-sourced hardware. (on the time, it required the entrance spindle cores to be despatched to Baer for machining.) The before/after change changed into superb, but they had been unable to do a follow-up brake check due to a series of horrific snowstorms that winter. (down load the PDF here. )


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Like a lot of magazine undertaking automobiles that all at once disappear, so did Magnum TPI. They had planned to move lower back to the tune in the spring of 2003 to dig deeper into the 11s and observe up with some braking assessments the usage of their Stalker ATS radar equipment, however that failed to take place. as an alternative, i used to be requested to take the editor job at regular scorching Rodding, a fantastic opportunity which I gladly approved. (GMHTP staffer Rick Jensen grew to be editor and took the journal to even superior places.) I needed to circulate to California the place the Pontiac's powertrain combo—although cautiously chosen to be clean—would not live on the state's bureaucratic scrutiny. I feel sorry about that I needed to dispose of it, and that nevertheless smarts today.

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