OK, you ask how are we going to convert our early cars over to E85. Well, the EPA put into law back in 1990 a requirement that exhaust emission from vehicles converted to run on alternate fuels be "as clean as the exhaust emission of the original equipment." Currently there are no conversion or aftermarket parts that have been certified by the EPA. Some of the problems that arise by going to E85 are different injector sizes, air-fuel ratios, PCM calibrations, and material composition of the fuel lines, pumps, and tanks. This gives you some feel of how complex these conversion kits would be. For us gearheads applying E85 technology into our early carbureted engines, it is doable. However, you will be tuning the engine for either E85 or gasoline. You won't be flipping a switch on the dash to switch back and forth. Until we have a steady, cheap supply of E85, I think that the conversions are a ways out. Check out the National Ethanol Vehicle Coalition for breaking news on E85 supply and technology.
Locked Up!Q I have an '87 Monte Carlo SS with a TH200-R4 tranny. I replaced the TCC solenoid and the Fourth-gear lockup switch because of a converter lockup problem. The computer wouldn't disengage until it almost stalled the engine. Now the tranny is engaging the converter when it shifts into Second gear, making the upshifts harsh and lugging the engine.Mike MatwellVia e-mail
A The lockup torque converter is controlled by a set of sensors, switches, the solenoid, and the ECM. The ECM gets signals back from the transmission "gear" switches. These switches are either normally open or normally closed. When shifting pressure is applied to a clutch or band, these switches are either opened or closed to alert the ECM which gear you're in. All of these inputs, in conjunction with vehicle speed, engine speed, and load, tell the computer when to lock the converter. Well, in your application it sounds like the brake switch has a malfunction. This is a switch attached to your brake pedal, and when you apply the brakes it unlocks the converter. This was probably the issue before you changed any component inside the trans. I would have to say, based on your description, that you've replaced the Fourth-gear switch with the incorrect switch logic. This, in combination with the malfunction brake switch, is giving the computer mixed signals. Our pal Ken Casey at Burt Chevy looked up the proper components for your Monty. The proper Fourth-gear switch for your application is PN 8642473. Unfortunately, The General decided to use three different brake-light switches for your vehicle. GM had a first and second design, and then also with cruise control. Get in touch with Ken (800.345.5744) to spec out the proper switch, and this should take care of your problems.
How High Is Too High?Q I have just built a strong 355 small-block. I'm not sure what kind of rpm this engine can handle before letting go. Is there a formula to figure this out? I'm thinking around 7,000 rpm. The car is a '91 Camaro with a TH350 trans, a stock rearend with 4.10:1 gears, and an Aurburn limited-slip, and I'm planning on running 275/60R15 ET Street drag radials. As for the engine, it's a four-bolt-main 350 block, cast-iron Scat crank, H-beam rods, Keith Black Silivo-Lite flat-top pistons, Sportsman II heads, and a Speedway solid-lifter cam with 255/262 duration at 0.050 inch tappet lift, ground on 106 lobe centers. The intake system is a Weiand X-celerator inlet and a Holley 650-cfm double-pumper, sparked by a stock HEI. The exhaust is handled by a pair of Hedman shorty headers with Y-pipe to a 3-inch Dynomax bullet muffler.