[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

Anonymous wrote:

V

sands vs wrote:

Such an animal car… Where you sourcing springs from at a decent price looking at buying some for mine soon. Mine are too harsh want to try work out what pound they are and get softer and maybe even progressive rate for my coilovers

Place in NSW OtoMoto, have bought a bit of gear off them, last thing were the Coilover sleeves, good prices, $230 for 4x springs shipped, paid almost double that for the Kings…

 

Thank you kind sir I was going to get kings so this is great. And my experience with kings is that they sag and unevenly.

Hopefully they can supply progressive rate too

[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

The lsa motors now being standard in everything bar the base clubsport should see the price and availability drop id hope… be nice to add to my vs… can only dream lol

[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

Yeah because its being powered when it shouldn’t be if im reading correctly?.  And not responding to key or button. So my thinking sticky relay causing it stick on or not come on at all. Or maybe faulty bcm what controls it through key button. Or is it connected right at the unit or too it

[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

In the case of a ls1 swap into a vs with motor/ loom/ trans would this be simpler then?

[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

I was thinking wiring/ sticky relay issue/bcm issue .

[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

benk wrote:

The Delco PCMs in the supercharger v6 commodores run a fuel pump controller. The PCM changes the fuel pump speed based on fuel demand so its not always running full tilt. I think the VU LS1 ute also had one

 

 

 

Basic Fuel system operation(Info for vs models)

The fuel control system starts with the fuel in the fuel tank. A single in-tank high pressure fuel pump is used. From the high prerssure pump, fuel flows through a fuel filter, then on to the engine fuel rail through the fuel pressure supply line.

The high pressure in-tank single pump is capable of providing fuel at more that 575kPa. A pressure regulator connects between the fuel rail and the return fuel line, and keeps fuel available to the injectors at a regulated pressure between 235 and 320 kpa.

The regulated pressure will vary, depending on inlet manifold pressure. The pressure regulator senses manifold pressure through a small hose connecting it to the throttle body adapter. When throttle body adaper pressure is low (closed-throttle), the regulated pressure is at its lowest. When the throttle is wide open, inlet maifold pressure is high and the fuel pressure is at its highest.

Fuel in excess of injector needs is returned to the fuel tank by a seperate fuel line connected to the outlet of the pressure regulator.

The injectors, loacted the inlet ports of the cylinder heads, are controlled by the PCM. They deliver fuel in one of several modes as described previously.

The fuel pump is normally energised by the PCM via the pump relay. As a back-up the fuel pump can be energised directly by the oil pressure switch after the engine oil lubrication system comes up to operating pressure.

FUEL PUMP:A specific fuel pump is used for vehicles with a supercharged v6 engine. The pump is a roller vane type pump whereas the pump used on the non-supercharged vehicles is a turbine style pump. Identification of the pump fuel for the supercharged engine over the pump used for non-supercharged vehicles is by referring to the overall diameter of the pump body. For the supercharged application the pump body overall diameter is approximately 37mm, with the fuel pump for non-supercharged engine application being approximately 44mm.

Fuel Pump electrical circuit-supercharged engine: When the ignition switch is turned “ON” or the ‘crank’ after having been “OFF” for at least 10 seconds, the PCM will imediately eneregise the fuel pump relay which will then activate the Fuel Pump Control Control Module to operate the fuel pump. This builds up the fuel pressure quickly. If the engine is not cranked within two seconds, the pcm will shut the fuel pump relay “OFF” and wait until the engine is cranked. As soon as the engine begins cranking cranking, the PCM will sense the engine turning from the crankshaft rewference input, and turn the relay “ON” again to run the fuel pump.

Fuel Pump control module:
The v6 supercharged engine utalises a Fuel Pump Control Module to operate the pump at two speeds. The Fuel Pump Control Module is located in the rear compartment. The Fuel Pump Control Module can vary the fuel pump output depending on the required engine load. When the ignition is first turned “ON”, the PCM energises the fuel pump relay which applies power to the Fuel Pump Control Module. The fuel pump will then pressurise the fuel system. The purpose for the Fuel Pump Control Module is that the fuel system for the supercharged engine requires more fuel volume under heavy load conditions then the non-supercharged engine. The fuel pump used in the non-supercharged engine may be capable of supplying the required fuel volume for a supercharged engine system , but with the increased fuel volume required, the non-supercharged engine fuel pump would eventually fail from running at the higher fuel volume. The supercharged engine fuel pump is a two stage pump that, under normal driving xconditions the required fuel volume is less, so the fuel pump is run at a lower duty cycle(67%). When a higher engine load is required for this system , the Fuel Pump Control Module will switch from the normal duty cycle to a higher duty cycle (100%) based on a command from the PCM. This higher duty cycle will supply the required fuel volume under heavy engine loads.

Another feature of this Fuel Pump Control Module is that when the pump is running at the lower duty cycle, (normal driving conditions), the returned fuel to the fuel tank (from the pressure regulator) is less. This lower volume of returned fuel to the fuel tank will in lower emissions(fuel tank vapours).

Also with the fuel pump running at a lower duty cycle (normal driving conditions), the voltage output requred to run the pump is lower. This will require less generator output and will decrease overall vehicle fuel usage.

• This reply was modified 9 years, 2 months ago by  sands vs.
• This reply was modified 9 years, 2 months ago by  sands vs.

[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

Such an animal car… Where you sourcing springs from at a decent price looking at buying some for mine soon.

 

 

Mine are too harsh want to try work out what pound they are and get softer and maybe even progressive rate for my coilovers

• This reply was modified 9 years, 2 months ago by  sands vs.

[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

Wonder whos head will roll over this, and if it has the potential to send them into bankruptcy?

 

 

Also does this mean that the owners will be losing power by getting them to meet the new standards or how will it actually effect the car?

 

 

 

[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

Alchemist wrote:

Has not had its first service yet!!! WTF!!!

 

Yeah I was thinking thats not a good thing..

Basically never been driven and there is damage on the steering wheel leather shame

[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

That would be awesome, Id hate the think of the work involved thou

[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

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[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

Or maybe you could put the vz gauges and led into the vs cluster?

 

 

Sorry guys this is getting off topic

[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

My vs takes two people to lift it by the guards to get a jack underneath… good times

[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

VRSenator065 wrote:

What we need on th forum is someone into 3D laser scanning, I can do the 3D CAD work. Make up some sort of rapid prototyped adapter bezel, and masking plate that suits the VR dash and VZ cluster and bingo was his name O. Not for you though IJ, coz racecar!!!

 

 

Heavy breathes… Do it

 

 

Thats what id do with the ls swap into a vs ..

[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

There cool is this where you will source them from?

 

 

http://www.ebay.com.au/itm/Genuine-CUSCO-low-profile-car-tyre-slopes-ramps-for-jack-stand-lowered-2-PIECES-/181665201410

• This reply was modified 9 years, 2 months ago by  sands vs.

[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

Keen to see some close up pics when you get the chance.

What were the signs that the old trans was on its way out?

[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

Any closer pics of the later model cluster fitted?

[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

Yeah I dont think its strong enough could damage the car and ultimately be dangerous too.

 

 

Id suggest above mentioned method too

[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

Philips Xtremevision H4 globe

 

 

How did you find them as an upgrade?

[sands vsParticipant vs commodore View build HERE Member since: March 1, 2015 Posts: 619]

coming along well mate, really well thought out build.  I hope its competitive too. Be cool to hear full song screaming past

• This reply was modified 9 years, 2 months ago by  sands vs.

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