You can convert in/hg to psi. If your vacuum gauge is registering -20 in/hg. that is roughly 10 psi. So fuel pressure would be about -9.8 psi lower than the base, or 33.7 psi.

Fuel pressure should be 43.5 psi with the fuel pump on and the vacuum/boost reference line disconnected. If you want to verify that fuel pressure is increasing at a 1:1 rate, as it should, you need to apply a specific amount of pressure to the regulator and monitor fuel pressure. The easiest...

I agree that it is the customers responsibilty to make sure the car is in good condition before he brings it in for tuning.It's the tuners responsibilty to stop the session when he realizes the most important piece of the puzzle is not working correctly. It would be negligent to continue...

It's a TO4E 60 trim compressor, read the map, it's 50 lbs/min. The green uses a TO4E 50 trim compressor rated at 48 lbs/min and a 20g is also rated at 48 lbs/min.That's incorrect. There are a lot of variables involved, but basically the expansion ratio, and the related cooling effect...

You can use forged pistons on stock rods, but it requires a modification to the rod. Your machinist will have to bore the small end of the rod and install a bronze bushing, and dril an oiling hole for proper lubrication.Your cheapest option is to get 2g pistons and have the machinst bore...

Only the parts connected to the crankshaft with the clutch disengaged will affect RPM's between shifts. Crank, rods, pistons, cams, cam gears, flywheel, pressure plate, etc. Wheels, driveshaft, axles, etc will have no effect on RPM's between gears, but could help with acceleration, however, I...

You don't have cams listed in your profile and the HX40 is a 62 lb/min turbo. The frank 5 is 50 lbs/min. You will also be using a restrictive 7cm housing, which is going to create a lot of backpressure with that TDO6 wheel, excessive backpressure causes egt's to climb and lowers the detonation...

You should find a new tuner. Any tuner that would compensate for a failing part shouldn't be touching your car.

Without cams and an intake manifold, you will be lucky to reach 400whp.

Before you drive the car again you should probably do a compression test. It sounds like you overheated the engine pretty bad. It does sound like thermostat is not opening from your description.

http://www.dsmtuners.com/classifieds/4g63-dsm-parts-for-sale-1/injectors-safc-quaife-aeromotive-a1000-7395/

The stock bolts and gasket are under rated. I used to run 25 psi on 92 pump with a few different turbo setups. I don't think you'll have any issues going a little higher. As long as there are no pressure spikes (detonation), it will be fine.

AEM suggests mounting the sensor 18" downstream of the turbo. I would move the wideband O2 to the downpipe and install the factory O2 in its proper location.

What are you using for a vacuum source for the regulator?

I was referring to the front cover that houses the oil pump. It could be coming from the pan, there are two bolts that go in the oil pan that are shorter than all of the other bolts, if you put them in the wrong location it could leak. The short bolts go in the front of the engine directly...

There are two bolts on the oil pan that are shorter than the rest, they are shorter so they will clear the front cover. If you mistakenly put the longer bolts in those two spots, the oil pan would not seal correctly.If you did put those bolts in the correct location, you should be looking...

It could be coming from a bad seal or you may have cracked the cover during installation. You probably need to start disassembling and see what you find.

The sensor should be at least 18" from the turbo, and before the catalytic converter. If you choose to put it where the stock O2 sensor is you would need to connect the narrowband output of the AEM UEGO to your ecu's O2 sensor input. The narrowband output simulates what a factory O2 sensor...

Just read the information provided in the links until you understand.http://www.dsmtuners.com/forums/articles-tuning-ecu/105569-how-safc-works.htmlhttp://www.dsmtuners.com/forums/articles-tuning-ecu/58403-definitive-piggyback-tuning-guide.html

It sounds like it would work as long as it comes with the gauge. If you could provide a direct link I can verify that it will work. You would need to have a bung welded into your exhaust in order to install the sensor, just keep that in mind.

That is not correct, negative numbers on the SAFC will lower the amount of airflow the ecu is seeing, which in turn removes fuel and adds timing. Take a look at some fuel and timing maps. Lower load cells almost always have more ignition timing, when the safc tricks the ecu into seeing less...

Depending on the specific load and rpm, +10 would add fuel and pull timing, -10would pull fuel and add timing. If your car runs best at +50 you have some serious issues you need to resolve. Is your modifcation list in your profile up to date?

It might come on if the A/F ratio is out the oxygen sensors range during open loop. I wouldn't rely on that though, it would be best to correct the issue and get a wideband O2 setup, or maybe some type of datalogger to at least monitor knock.

The rule of thumb is 10 psi of oil pressure for every 1000 rpm of engine speed.

GSS-342 is the correct pump, it is also known as the 255hp (high pressure).

The A/F guage will not work with a wideband O2 sensor, you would need to get a complete wideband setup to monitor A/F ratio.

The remanufactured crank would most likely be turned, and since the crankshafts aren't serviceable because of the nitriding, you need a new crank or a used crank that is within spec.

Chris I would contact Jesse at Revolution Motorsports. He is the Whiteline dealer on GalantVR4.org, he would know if the swaybar would fit. Whiteline was planning on discontinuing the Galant product line at the end of the year, but Jesse convinced them to continue producing the swaybars, so...

It's a waste of money, Eagle makes a 94mm crank, you can use long rods from Pauter, Oliver or Groden and get custom pistons made, and still come in at under half the price they are asking for their kit.

I'd like to see what the concentricity of a diy valve seat looks like...

We've been using 2g dsmlink ecu's in Evo's since 2003, why did it take almost 6 years for people to figure out that the two are compatible?

You should have probably left it alone, 12.3:1-12.8:1 is too lean at wot. Are you monitoring knock?

Forced performance would know for sure but, most 4g63's run between 15-50 psi at the cylinder head through the rpm range, and the 20g survives in that range. I doubt the turbo failure's are oil pressure related, the kit's seem poorly engineered with not a lot of thought put into them. Are the...

I've been running one of these things for years, and so have many other people. There is a lot of info about it, and what wiring is necessary, I believe I gave somebody else help with the wiring in a thread a couple of months ago. It's very straightforward.

I agree, you guys should be tuning for 0 knock. If the knock sensor is picking up real detonation, you have a problem somewhere, weather it's mechanical or a tuning issue. 1g's and 2g's use a different system for knock control, most pda dataloggers use a different system than dsmlink does for...

Those settings should make things excessively rich. What specifically is happening that makes you think you are running out of fuel? A detailed description of the symptoms and a datalog are going to be very helpful. Have you checked for boost leaks?

The mount that goes in the front is the wrong mount. The correct mount will have 344 stamped into the side.

You don't need to use a multimeter at all. Look at the VFAQ under MAF upgrades, and all of the wiring pinouts and colors are right there. You don't need to connect the wideband under the hood, you can just remove the pin at the ecu connector for the O2 sensor and use one of the many spare pins...

Garrett recommends 30psi as the optimum pressure for their GT turbo's, and up to 60 psi max. Anything over 30psi and response is going to suffer, so most people keep it around 30psi.

There's a ton of good info on the aem forum about our ignition systems limitations, and there is great information about ignition systems in general on the EFI101 forums. I spent a lot of time researching this subject and found that the best setup without spending too much money is a good cdi...

4g63's really don't have much of an effective quench(squish) area to begin with. I've seen stock engine's with almost .080". Most guys that really know what they're doing with 4g63 engine's will take a virgin head and resurface it to meet the finish requirements of the gasket(.005 or less)...

Steve's right, and sensitivity doesn't matter, because the tables are all user adjustable.

Is the air temp/fuel correction table setup correctly? There's an excel spreadsheet floating around the AEM forums, it's really helpful.

It's been a few years since I did mine, but I'm almost positive I used the VFAQ, and the EMS wiring diagram.You need 5v, ground, and signal for the map sensor, two of which (5v and ground) are on the maf sensor harness, the other(signal) is the "timing adjustment" harness located on the...

There's a pretty significantly sized group that meets weekly (weather permitting) for the last 5 years or so. Although I haven't been out there in about a year I know they still meet, I'll just have to find out where.

The problem is most 1600cc injectors are 5 ohms, and the aem injector drivers can't handle them very well. Even with the injector driver box they can have issues. If you don't need 1600's then get something smaller. I have 1200's and they idle fine with the AEM,

http://www.dsmtuners.com/forums/problem-diagnosis/227462-how-tell-if-your-fuel-pump-aftermarket.html

If you have 0 compression in one cylinder that would be the problem. I don't understand why that wouldn't be obvious to you or anybody who read your post on the other forum.

FIC 1150's or RC PL9 1200's, I would go as big as possibly without getting into the 1600's.

Bad ball joints are probably the number one cause of phantom knock, I would check those first.