In 2001, I became involved with the Turbo Buick community, there was a company called SMC and they made an injection kit for the application. So, I was faced with replacing sensors and transporting 5 gallons of fuel to race my car at a local drag strip. Problem was it was expensive and, on that application, the lead from the race gas would often in short order take out the oxygen sensor. I found myself using leaded race gasoline to allow higher boost and timing and waking the power level up. Once I had the ability of reading knock, the skies opened, and I could put boost and timing without killing the gaskets if the knock reading was at ZERO. Knock being that old friend that had taken out so many big blocks. This tool read oxygen levels and registered knock. Doing the bolt-on’s and there I got my first lesson thanks to a scan-tool called a Scanmaster. It came with the same 3.8 turbo charged GN engine and the story takes off from there. At that time tech was very limited, and we could run the motors hard when we used AV Gas at the time. No longer was it “ as fun” to drive.įast forward a few years later and in 2001, I wanted to get back into the Turbo Buick scene, as I had owned an 87 Grand National in the early 90’s. What was happening is the motor didn’t have enough octane to quell the detonation and it took everything out. All the sudden the engine got blown and this time it was more catastrophic, five pistons damaged! That was my expensive lesson on detonation. On my third race, I’m ready to have the race I never had. Allowing the engine handle even more boost. Again, to the shop, now they suggested upgrading pistons from hypereutectic pistons to forged pistons, also decked the block and o-ringed receiver grooves. there goes the new head gasket and now one piston got damaged. Back at it, another race and few runs later, poof. Man, what did I do wrong? Took the engine to a shop, and they suggested a stronger MLS gasket to “handle boost”. See pics in On my first race, the engine suffered a blown head gasket. I used a blow through carburetor and modified it accordingly to handle boost. The engine was a 93-octane pump gas build. That was the largest blower made at that time. I built the big block 454-cubic-inch engine and decided to go with a Procharger race P1200 unit. It all started in 1995, I had bought a 1970 Camaro car with dreams of supercharging it. Throughout all these years, that is the number one question that I have been asked by many friends, and many customers. LTCC replacement harness $150.How I came up with and developed the Alkycontrol kit.LTCC replacement interface unit $250.00 Add to cart.Additional charge to ship to Hawaii via UPS Ground $25.00 Add to cart.Use a Cut-yourself HEI kit and an LT1 terminal and boot kit. SpiroPro wires can be assembled to fit.Magnecor wires generally need to be custom made for your application.We recommend Magnecor plug wires, an alternative is the Taylor SpiroPro wires.The round body truck coils with the metal fins (19005218) DO NOT WORK.LS1, LS2, and LS7 coils have been the best.
Most sets of coils in the junkyards and on Ebay come with these harnesses. When shopping for coils, be sure to get the harnesses with them.This harness plugs between the LTCC unit and OEM(GM) coil harnesses, not into the coils themselves.An LTCC kit includes the interface unit and harness.Benefits of the system are: extended opti life much stronger ignition at high RPM/boost built in adjustable rev limiter / two-step built in adjustable N2O / boost retard.
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