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It definately locks even just selecting 3rd, but the TCC over ride is to have it locked from the get go right at its stall rpm and not unlock from high pedal percentage. And you want tranny locked in 3rd gear at the lowest possible speed, which would technically cause a 2nd gear downshift, but...

YES!!! and I have never said otherwise, but you fail to understand the basic concepts that allow that to be true. The use of CFM or volume where air mass applies and using them interchangeably is a big clue that someone doesnt truly understand. It is not always true, and has everything to do...

To get the code your measured timing must be more than 5 degrees different than the desired timing, so you should be able to see it while driving. It could be the wiring harness is shorting out or something like that. Let us know what the desired and measured timing are at idle, and...

Primarily building low end torque with the DS4 and GM4. That matches more like the factory rating, but hard to tell without locking it in 3rd gear with TCC locked. With a couple switches on the right lines you could force the tranny to stay in 3rd and TCC locked. And not loading it enough is...

Did you set the TDCO, is this on your Blazer, happen suddenly? What is the measured timing vs desired at idle and under load?

Where is the unsubscribe, used to be in usercp that there is no link for anymore! To make the link easier, the air tank, is like post turbo, so if trying to look at this preturbo, you have to look at pre-air compressor machine. If you put 80cuft in, depending on the temperature, the mass...

OMG, you are kidding me. Just because you cannot comprehend the written English language does not mean you should jump into a thread to discredit the truth of how things are ENGINEERED. This is not complicated, and if you are going to come to a thread about turbochargers you better be prepared...

Except you were spreading false logic, that helps no one learn the truth in design. You cannot oversimplify CFM vs mass flow, otherwise you would never be able to read a compressor map accurately.

You are now contradicting yourself several times in the this thread. Either a MAF is only a volume sensor or its not. You use CFM and mass flow interchangably. You dont get it, its simple, and I am not overcomplicating anything, these are basics that so many people dont understand. Air...

6.5 pistons dont have a lot of ring height. And not much a flat top piston can do about helping the situation.

I think that piston is the perfect design for this setup. Because it provides more surfaces to create turbulence and then a better containment of the combustion force before pushing into ring land. If you look at direct injection pistons, a lot of them are dished or bowls to create the...

Yet, you somehow felt I didnt know what I was talking about and I contradicted myself with the information post turbo. Unless you have a pre-turbo MAF to do engine management its not very useful. Understanding your IATs and boost level, compared to RPM and displacement is how we must determine...

Yet you have to understand the differences in CFM of the engine versus the compressor to design the whole solution. The general use of CFM has caused more confusion than that if everyone understood mass flow. And CFM is not the measure of air mass, its part of the equation, but not enough info...

That is not correct. If the intake temp is higher, there is less mass in a given volume of air, its still a given volume. You could take a cubic foot of air, and heat it up, and it will expand into more volume, like in a baloon or increase the pressure in a fixed volume, or cool it off and it...

Well, its not a big deal, but GM released the 1994 models of the 6.5 with DS4 in 1993 before the PowerStroke electronic direct injection came about. Its also completely possible that Ford left well enough alone that worked like it was supposed to at stock fuel levels. Would you get any haze...

Flow different amounts of air mass, based on their efficiency. At the same intake air temp, the compressor will flow the exact same air mass and volume at the same boost. The amount of boost and demand (restriction which is the RPM of the fixed displacement air pump) does determine how much of...

First dang post of the topic, now who is confused? Go learn yourself to read better.

Gm didnt have issues until they put a turbo on it, and even then it wasnt so bad if you kept the turbo boost at stock levels of like 6psi. They didnt do their systems engineering at the time, they didnt over engineer. Then they found out that more fuel needed wider precups :) Well and that...

Do i have to go quote myself. X amount of pressure is Y amount of flow at the same temperature. How many times have I said this? The point being, you have to lower the temperature to achieve any mass flow gains. I never said they were incapable of flowing differnt amounts of mass, just that...

You got that a bit wrong Ferminator. A mass air flow system may measure volume flow, but the system must use an IAT sensor to actually calculate mass air flow. In order to gain mass flow, you HAVE TO LOWER THE TEMPERATURE. So if X turbo is larger, it probably is a little more efficient at a...