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@@frankkoppen7281 short answer, no. Longer answer, a while back i did mess around with the choke horn stack on an holley HP carb. It was designed for a choke horn style carb and i did a little modification to it. The process turned more into a custom entry rather than just testing the part as is.

@@brianlagace2579 i didnt spend the time to setup the other table. The normal shift table is already spiced up higher than the factory perf shift tables.

Sure, fb messenger. Joe Nowak with the regal profile picture

@@kylehalpren6203 lucerne is a different platform. The good news is that the 4t80 was used by gm on that chassis as far as i can tell. It likely wasnt used with the 3.8 though. Youd have to do some research on that end

@@newguysgarage6802 on a previous test i added a 1 inch drop base to a holley 950 (5.5" 555cfm) it added 3 cfm compared to no carb inlet. I agree that the window is really tight. Theres some trade offs for funneling the air it seems.

@@KaceOnCrack I have never had to removed one before so I dont know.

@@josephnowak Thanks! For responding so quick im just trying to find out

@@robertwest3093 thanks for the comment and watching. RUclips is a wild vast land. One day I might get there

@@Gawge1 pulses / mile should be based off tire size. I had to do some reverse math and google searching but i believe the tooth count for the output speed pickup on the diff is 31 teeth. Do you know what you entered for pulses per mile? What is your tire size?

@@josephnowakright now its just on a stock size 205/65R15 just to get it rolling but its going to be a 275/40R17. Eventually that will change again to a 15” slick when i buy some. Still not sure that this is my issue though but worth a shot.

@@Gawge1 il sent you the math in messenger. I suggest dialing in the tire size and go from there. These fwd pcms are finicky. My tuner and I had to do several iterations on hpt to get mine to work. Starting point for the 205 - 24518. Starting point for 275 - 24327.

@@Grunpyoldbastard In a different video i used a reworked 85-0400 (holley square bore milled choke horn) with an air cleaner base to try to figure out if it would help. This was done on the same reworked 950 hp carb. They dont make one for a carb without a choke horn so i contoured the primary side of the stubstack. Without the air cleaner we didnt see a difference. The carburetor might be too good for this testing this type of inlet. Im not sure. Thanks for watching and commenting!

@@heathparks-i3d i think i used the output speed sensor out of the 65e only because the one on my 80 was damaged. If i recall both take the same delphi plug and looked similar. Its been 2 or 3 years since i plugged it all in.

@@heathparks-i3d i heard that too. In my other video i believe i show the linkage bracket to the transmission. I overlaid the stock gtp bracket w the cadi bracket on the trans because the shift cable locking tabs are a different size, welded the bracket and painted it. Slotted the holes in the bracket for adjustement. Made sure my starting point was good. Stock gtp shifter

@@heathparks-i3d i didnt have any issues with it lining up. Double checked the linkage to make sure it was in the detents. Lines up fine

@@Richoffbowls if its got a 4 speed auto it should be similar.

Im not sure if it good or too good. I predict itl need smaller jets. Beyond that is some uncharted territory for me on the fuel curve side. Another thing that may screw with how it works is if the fuel will still atomize correctly. The air pressure and flow numbers definitely look good. 100cfm, booster 2x

@@josephnowak I agree it would need smaller jets, with such high booster signal throttle response would be amazing I think! As far as atomization I'm not 100% sure but I would have to think since it is being pulled on that much harder the fuel would be broken into smaller droplets when it hits the airstream 🤔 And if that is the case imagine up scaling that performance with a much larger carburetor, being able to run a big cfm carb for the drag strip yet still having the booster signal to run around on the street.....best of both worlds 😃

I ended up sourcing the connector bodies and terminals and sealed relay from ballenger motorsports and assorted wiring colors from amazon. The other way is just extending what you have and repinning. Depends on how you want to go about it and your budget.

Youl need modifications. They dont bolt together or fit on the subframe without them.

Built is a reletive term for me. I had a 4340 input. 300m output and 7/8 chain. I pulled the trans apart for the final time to do a checkup and the chain was either stretched or worn. I attempted to do a case brace to try to extend the life of the next chain but the mods to the case warped it. Then i turned my attention to 4t80e swap as it seemed like a better route at the time

I called comp cams and told them what i wanted. I wanted something not on a 116 lsa. If you want the same cam here are the specs at .050. 228/235 .386"/.375" int/exh 112 lsa. With 1.6 rocker .617"/.600" lift. I'm using a crow 140 spring. Guides need to be cut

A local guy did the initial tuning with hpt.

@josephnowak cool. I've got a 2002 seville with a 3800 sc in it I just need the trans tuned to start driving it

Sounds like a cool project. The only items that needed to be changed for the 4t80e swap into a 1998 3.8sc car were input, output, and sprocket ratio to get mine to work. I also had to make a jumper harness and went w a relay to change the trans solenoid logic. I have no experience putting a 3.8 into a cadi so not sure if there are other details.

@averryGaming my setup is a 3:11 diff. 3 things that had to be changed. Drivesprocket ratio 1:1. Pulses/rev (input) 39. Pulses/mile (output) 23434. This is using the 3.8sc pcm to control the 4t80e.

@@josephnowak this is the 3 things all in the speedo calibation??

Just working with what i got

Whats wrong with a 4 door??

The external switch i transfered from the original 65e. I ground 2 flats on the 80e shaft and repositioned the switch. Made some small tab brackets to hold the switch in place. Didnt have to extend factory wires.

I havent heard the term pillow switch before. I have the manifold pressure switch wired in.

So you just matched up the 2 wires on the 4t80e TFP switch with the gtp 5 wires on the TFP. Think only 2 match rest did what leave it?

I ran into this. I was told that to hook up what is available. For a while i drove w the 2005+ switch and through the course of debugging i had pulled the vb off and drilled the remaining holes to adapt the earlier switch. I grabbed a switch plug from a 4l60e and wired it in to where i thought that 3rd wire would go. Long story short a i never changed the input count in my file. Once i changed that everything worked. Although i havent tried it, i believe if my cal was correct from the beginning i would of not had to adapt to the earlier switch.

Oh ok cool. I thought it would work as is with Just the 2 wires trail and error. Long as everything else is hooked up it should.

I am not as familiar with the series 1 3800 which i assume your bonne has. Id look into the supercharged setup that would of came with the bonneville ssei models

I found an error in my trans tune. Correcting input tooth count from 25 to 39 allowed tcc to work with pcm command. It also allowed shift adapts to work curing firm shifts durring normal cruising. One exception is when it pops the rear knock sensor code it will default back to no tcc. Im sure there is a way to fix that i just havent put time into it.

Its not that bad when you think about avoiding the cost of something new. The big thing is just trying to get one that doesn't need a rebuilt engine. But even if it does I done the rebuild in the past and it was typically around 1000 (precovid part prices). I enjoy the zx platform and only ride a handful of times a year. To me its worth it and easy to work on.

@@josephnowak Agreed, that is why I buy ZX chassis too. Easy to ride, easy to work on, easy to store. No taking off multiple pannels. You just open the hood and everything is accessible right there. The parts are readily available too if you don't mind Ebay or Facebook Marketplace.

Amazon - Ac Delco 15-71149. Thanks for watching ! www.amazon.com/gp/aw/d/B000C9GXMI/ref=ya_aw_od_pi?ie=UTF8&psc=1

Years ago i used to go to automotion weekend. Theres too much foolery and the town seems to not want the people there so i dont go anymore. Thanks for watching!

Didnt get to ride much this year but had it out 2 times. Its a good runner

Haha, in my mind that's an almost brand new machine

I should have mentioned the needle change. Its in the quickfuel instructions. I bought stainless needles and put them in the chrome bowls. Chrome bowls arnt necessary but they are more resistant to corrosion. The jet extensions are drilled but maybe the slip fit version would do better? The airbleed setup is really close to what it was. I did play around with it a little because i had airbleeds to try. Thanks for commenting!

I dont have a direct answer but mainly thoughts on how much further this shouldbhave gone. This shows how finicky air flow can be but it also leaves dyno related questions unanswered. They had wideband oxygen sensor data - if you look at the setup its there. It would of been nice to see that data or at least touch base on if it was the same or different, if there was one in each bank even better. A test without the element installed would of been nice too - it would eliminate the question about the step in the base. With carbs its not just the air but also the fuel and what the air flow does for pull on the fuel circuit. There is also fuel and air distribution that is a unique ingrediant with a vtwin - one cylinder will pull hard than the other due to the uneven crank angle between firing cycles which makes the jetting a compromise. Overall i enjoyed the video.

Thanks for watching!