The 10-1 chip is a replacement computer chip that contains 10 programs on one chip and fits piggyback style with the stock memcal entirely inside the stock ecm. These chips will work great on any Syclone/Typhoon running the stock injectors, cam, and heads, and will enhance the performance of upgraded turbos, intercoolers, and other common bolt-on modifications. An external display/switch, about the size of a radar detector, is used to select the program, and displays the program currently selected. This unit also contains a lock, allowing you to lock the chip in its current setting. The performance programs are: two (2) 93 octane street versions, one with ~16 psi boost programmed, the other with ~17.5, a 93+ octane street/strip, a 93+ octane strip, both with ~17.5 psi boost programmed, and finally a 16 psi street program identical to the one above except for the idle speed set to 800 rpm. The convenience programs are: a valet program that significantly cuts power levels, security (no start), emissions, a program identical to the stock calibration with all limits intact, and another stock type program with the exception of the rpm and mph limits being raised, no boost limit, and 60 degree intercooler pump turn on temp. Boost levels will vary slightly from vehicle to vehicle depending on state of tune and modifications.

The 10-1's are ready for immediate delivery.

Some of the features of the 4 performance programs are:

• -Boost controlled by chip at selectable levels of 14.5, 16.5, and 17.5 psi
• -Faster turbo spool-up
• -Smoother idle
• -Intercooler pump turn-on temp lowered to 60 degrees F from 180
• -Max allowable knock retard raised 3 degrees for safer operation
• -First time boost disable eliminated making staging easier at the track.
• -Rpm limit raised to 5300
• -Mph and boost limits eliminated
• -EGR disabled on all the street, street/strip, and strip programs.

The 93+ octane street/strip and strip programs require more than 93 octane to run safely on a stock vehicle. Each vehicle’s state of modification and ambient conditions will determine what octane level is required. My Typhoon, for example, with upgraded turbo and intercooler can run the street/strip program at 17.5 psi of boost with no detonation on 93 octane fuel. This is due to the charge air temperature being lower from the turbo and IC over the stock units. I need about 95 octane to run the strip program safely at 17.5 psi boost. Knock retard and O2 volts or EGT temps should be monitored when using these programs initially to determine safe boost levels and octane requirements. This should be done when using any aftermarket program for the first time.

There are hundreds in use presently with performance gains averaging between 3-5 tenths in the quarter mile. Even more impressive results can be obtained at higher boost levels, but an external boost controller is needed to obtain more than 17.5 psi. I have run 21 psi using this chip and an aftermarket boost controller and gained .8 seconds over stock levels.

Price is $250 for the 10-1 including the display and shipping. If you would like to order one contact me by sending an e-mail with the subject line "Performace chip order" to Ty1548@aol.com and I will give you the payment options. You can also call me at (216) 433-6684 between 9:00-4:00pm EST.

Trac Auto has a radiator hose (Part #70689) that fits just fine with a little trimming or use the Goodyear part #60914.

A radiator hose from a GM truck, GM part number 15684449, has several 90 (or near 90) degree bends in it, and it's possible to make at least two (and maybe three) turbo to intercooler hoses out of it.

The turbo boost level is controlled via a little solenoid that sits on top of the turbo in the middle of a hose that runs from the turbo to the wastegate. The solenoid acts as a bleeder valve to create a small leak in that hose, so the wastegate won't see all of the boost pressure that the turbo is generating. That solenoid is normally open, so that if it fails, you will only get about 10 psi max boost [8 psi is where the wastegate starts to open]. When the truck is on, there is 12V running to that solenoid and a ground wire running back to the ECM which then switches the ground rapidly to pulse modulate the solenoid (i.e. open and close it really fast to leak-off the flow of boost pressure to the wastegate actuator).

The ECM monitors the boost via the Manifold Absolute Pressure (MAP) sensor. The ECM also has a table that indicates the desired max boost for a given RPM. When boost approaches max, the ECM will look in another table to see just how fast to modulate the solenoid. If the table indicates n-percent, the ECM will ground the solenoid wire n-percent of the time to cause it to close and leak-off n-percent of the boost pressure going to the wastegate. Spikes can occur if that n-percent isn't enough to open the wastegate far enough to control the boost.

The ANS controller is simply a device that will allow the driver to control that n-percent. The knob controls a 555 timer chip which is used to pulse-modulate the solenoid ground signal anywhere from open almost all the time (minimum boost) to switching so fast that it's almost closed all the time (More boost than you want to dream about).

Installing an ANS controller is quite easy. Since the plug that goes into the solenoid has 12V when the truck is on, that is where the power comes from. The stock solenoid plug is unlatched, the ANS plug inserted into to the solenoid, the stock plug is inserted into the socket on the ANS wiring and wire is bolted to a nearby ground source. The cable to the controller is run along the firewall, through a grommet then up to the dash facia.

There are two switches on the controller along with a boost level knob. One switch says "On" and "Off." In the Off position, the solenoid will not be modulated and only generates about 10 psi of boost - just the same as if the cable was unplugged on the solenoid. In the "On" position, the other switch comes into play. The other switch says "ECM" and "TC." The "ECM" will let the ECM control the boost as it normally does; it simply connects the ground wire that was on the solenoid back to the solenoid. The "TC" lets the knob control the solenoid's on/off rate. A small LED flashes to indicate the rate at which the solenoid is being pulsed.

It is VERY important to keep an eye on the boost. The knob on the controller cannot be set for 17 psi one day and have it always at 17 psi. Also, because the ECM does not have control of the boost level it cannot back-off the boost if it hears detonation

The ANS is a neat gizmo for the Sy/Ty: Its a plug-in controller with very little installation hassles; Unlike N₂O it is relatively safe to use on a stock engine; It's a lot more convenient than a bleeder valve under the hood that you have to jump out of the vehicle and adjust each time.

Accel Extreme 9000 plug wires, available from JEGS with part number 9034, fit well and are made for high heat applications. (which is good especially for plug number 6 and its close proximity to the downpipe.) Other custom fit wire suggestions are the Accel 8.8mm (8893) or the Taylor Spiro Pro (Summit catalogue No: TAY-74632). Any other high quality custom fit wires for the 1991 4.3L V6 will fit and work but care should be taken in ensuring the level of noise suppression is sufficient.

The electrodes on the 1991 and prior Delco distributor caps are an aluminum/zinc matrix. When they are subject to electricity and moisture there is a very reactive chemical reaction which leads to rapid corrosion and a reduction is spark transfer efficiency. Replacing the cap and rotor for a good quality equivalent like the Accel 8133 can sometimes cure misfire and engine stumble problems whilst ensuring the best spark delivery at all times.

All kits mount in the location which is normally occupied by the battery which means it needs to be mounted elsewhere. Battery relocation kits vary from mounting the battery in the rear bed or, alternatively, on the underside of the body within the protection of the body cladding.

The stock rods are only marginal at best and have an upper RPM operating limit of 4800. In 1992 GMC changed the design of the rods of the vin code "W"/L35 engines which required a speed range up to 5600 RPM. The connecting rod was strengthened in the shoulder area above the bearing bore with additional material to handle the higher loads and the broach slot was replaced by a spot-face. The additional 800 RPM raised the inertia load by 36% on the connecting rod structure. High speed cycling on connecting rod test fixtures and operation engine showed that the structure changes increased life by a factor of two at the 50 percentile level. These rods are available with GM Part Number 10201166.

Eagle Specialty Products now has H-beam connecting rods for the 4.3 at $461.25/set. Call (901) 345-5886 or email eaglerod@netten.net