Earlier this year, the realms of law and new media collided when Lori Drew was hit with federal charges for creating a fake MySpace page and harassing a neighboring teenager, who then committed suicide. Aircraft Parts List: Part numbers between 93-A055-95 and B500018 (Also, please consider using our parts search engine). Switching-Mode Controllers. I mostly cover the UC3842 here. I think that's partly deserved because it's a more specialized and, perhaps, more complicated, confusing chip to use. When you understand it, it's flawless in. Quotefx is the world's most powerful RFQ Management platform, specifically created for the Electronics Industry. 1.05 Volt Buck Converter; 1.18V Low voltage Buck Controller; 12V input 1.05V output Step Down Buck Converter; 12V to 1.5V Buck Converter; 150 - 120 Watt Isolated Forward Converters; 2-phase Voltage-mode Flyback Converter; 360. Buck Converter Using 3842530287More Power and Less Weight With an LS Swap Into Your Classic Chevy. Engine swaps are one of the timeless traditions of hot rodding. Going to a modern powerplant has several advantages. The aluminum is much lighter than the iron used in earlier engines, the EFI system will most definitely net better fuel economy, the self- tuning nature of the engine. Yeah, they are a bit challenged in the looks department compared to Gen I small- and big- blocks; but if your goal is to make a car fun to drive, they are hard to beat. LS swaps have been going on for over 1. The EFI system has specific needs and since everything is computer controlled there. Thanks to the aftermarket, the whole install process has morphed into, for the most part, a plug- and- play deal. The five key areas for an LS swap are: the fuel system, headers, engine mounts, oil pan, and electronics. Buck Converter Using 38426Some people would add cooling in there, but, in truth, an LS engine doesn. For this install we had a 1. Chevelle with an all- iron big- block engine backed by a TH4. It sounded great, but the gas mileage was awful and to be honest, it really wasn. The owner really wanted a nice driver and, as it was, his drives mainly consisted of going from one gas station to the next. Given all of this, we thought his ride would be a cool candidate for an injection of some 2. Before removing the tired big- block we weighed the Chevelle and came up with 3,6. This Chevrolet Performance crate engine is the 6. L (that. Rated by GM at a conservative 4. At a street price of under $6,0. We wanted a bit more power, but we didn. The solution was to toss in a slightly bigger camshaft from the folks over at COMP. Turns out that GM fits their crate engines with fairly conservative camshafts. This means that tossing in something bigger can yield more power for very little effort and cost. In this case we went with at 2. LSA cam (PN 1. 46- 4. To dress up the LS engine a bit we swapped over to a set of black Holley valve covers (PN 2. We also flipped the fuel rail around so the inlet was on the passenger side and used an Earl. The crate engine came to us with a fifth- gen Camaro oil pan, which is fine for a new Camaro, but way too big for most swaps. 3w power led drive prepared for the circuit uc3842 and uc3845 PWM control ICs prepared with two circuit diagrams Hour: 10:00 Title: Modeling of Lithium-Ion Battery Using MATLAB/Simulink Authors: Mr. Low Wen Yao, Power Electronics and Drives Research Group, Department of Electrical Power Engineering, Faculty of Electrical Engineering. More Power and Less Weight With an LS Swap Into Your Classic Chevy High Energy Weight Loss Program: We drop pounds and pick up power with an LS swap into a 1967 Chevelle. To solve this we picked up one of Holley. You can buy a windage tray for a fourth- gen F- body, or do what we did and cut down the one that came with the crate LS3. These pans come in black powdercoat as well as bare aluminum, and Holley also offers trap- door pan- baffling for those that plan on hitting a road course or autocross. We were doing this install over at Stoker. The nice part of this design is that it allows the engine to slide forward and back to help nail down just the right placement. To these you can bolt any standard small- block Chevy engine mount. However, we found that with stock- style mounts we needed to grind down the steel heat shields a bit to clear the block so next time we will use a pair of the Energy Suspensions urethane mounts (PN 3. G) that we. With the engine all sorted out it was time to get it into the 1. Chevelle. 0. 9. Rather than bolt the transmission to the engine and try dropping it in as one large assembly we opted instead to install the engine first. This let us more easily use the slotted engine mount plates to get the engine in just the right spot. This trans is the perfect choice behind an LS since the computer to control this trans . The fittings on the trans are GM- style, quick- disconnect types and it. Our solution was to hit up Sweet Performance for a set of their 4. L6. 5E adapter fittings. These - AN fittings are designed specifically for the 4. L6. 5E, so don. We poured some fluid in the Chevrolet Performance torque converter (PN 1. L6. 5E transmission. With that done we raised it under the Chevelle. We did find that some . Ironically, we found it was harder to fit a 4. L6. 5E in the space than the theoretically larger 4. L8. 5E transmission due to the large servo on the side of the 4. L6. 5E and the shape of the bellhousing, so you might want to keep that in mind when parts shopping. Instead of spending cash on a new crossmember we were able to reuse the stock one by cutting off the extra mounting tabs and slightly repositioning it on the factory Chevelle frame. The transmission is electronically controlled so we went with Chevrolet Performance. Like all the GM harnesses, all wires were clearly marked as to where they went. The main ECU can mount just about anywhere, so long as it. We chose the firewall for a more OE look. Even the once- complex task of wiring up an LS engine is now a plug- and- play deal, especially if you. This kit (PN 1. 92. MAF mounting boss, oxygen sensors, throttle- by- wire pedal assembly, and sensor mounting bosses. The computer came pre- programmed to run a stock LS3, so we will need to do some tuning due to our cam swap. To stay with the OE look we mounted the engine. The fuse box was mounted in the forward area of the engine bay, just behind the battery. All these parts are weathertight, so they can be mounted in the elements, or tucked away under the dash. For headers we hit up the guys at Doug. The fitment was great and we were able to slide them in from the bottom with no fuss. If you look near the oil filter you can see where we drilled and tapped (1/8- inch pipe) the bypass plate to accept our Auto Meter oil pressure sending unit. You can spend as much, or as little, on pulleys as you want. In this case, we just wanted something functional and reliable and this kit from Chevrolet Performance fit the bill perfectly. The kit (PN 1. 92. Chevrolet Performance sells a kit with an A/C compressor, but it. Given that the kit uses all OEM quality parts installing it was very easy and everything fit perfectly. If we were on a super- tight budget we could have sourced something like this from a boneyard, but we felt the convenience of having all the bolts, nuts, and widgets, along with the sparkly new parts, was worth the asking price. Our Chevelle already had a Vintage Air system, so our next challenge was finding a way to mate the Sanden compressor, in the correct position, with the Chevrolet Performance pulley system. The answer was this compressor bracket from Holley Performance (PN 2. The Holley bracket located the Sanden compressor high on the passenger side of the engine, which is exactly where we wanted it. The cast- aluminum bracket also matched well with the Chevrolet parts. Hoses are always a bit of a challenge, but after digging around our local parts store we found two that would work. For the upper we used part number D7. C7. 03. 91, both from Carquest. This made running an air intake challenging since the upper hose blocked going to the left and the Optima battery blocked going very far to the right. For now we used an aluminum 9. MAF bung installed) with a Spectre Performance air filter (PN 8. Later, we might swap radiators or relocate the Optima battery so we can get the filter farther away from engine heat. LS engines, and EFI engines in general, have very specific fuel needs. The main player in our EFI fuel system is this tank from Tanks Inc. The steel tank is galvanized and then powdercoated silver. The tank used Tank Inc. This filter will be supplemented with an in- line Holley filter. Next to the pump we installed the 0- 9. PN TAN- GML) and then started plumbing and wiring the system. The three ports are supply (from the pump), return (from the Holley 1. For the hoses we used Earl. We mounted the Holley regulator under the car, back near the tank. We mounted the water temp sensor on the bottom side of the water pump. This one sends to an Auto Meter gauge. The ECU has its own sensor, which comes with the crate engine, on the front of the driver- side head. We could have modified the Chevelle. What we went with was this Lokar Performance Products floor- mount shifter (PN FMS6. L6. 0DL). To clean everything up we also used their rectangular shifter boot and ring (PN 7. FMB). 2. 9. With all the heater and A/C lines it. We took this moment to reweigh the Chevelle. Turns out ditching the iron big- block (with a TH4. LS3 (with the 4. L6. E) knocked 2. 66 pounds off the car! Most of that weight came off the front and the car is more balanced with 5. This weight savings is more impressive given all the electronics we added to mix. The car ran, but it was a bit off, most likely due to the cam swap. So, we drove it over to Westech Performance for some tuning on their Superflow chassis dyno. But, our day was cut short when something went wrong. What happened was that the stock driveshaft twisted in half and did a number on the floor and exhaust system. We spoke with the guys over at Inland Empire Driveline and they thought it had more to do with the higher rpm of the new LS3 than with the power levels. Turns out those old driveshafts just weren. When you spend all that money on an LS swap, don. The 3. 5 inch aluminum shaft Inland Empire made for us will most likely outlast the car and cost less than all the repairs we had to make to the floor and exhaust system. With the Chevelle repaired, and the new driveshaft installed, went back to Westech to finish our dyno tuning session. The Chevy put down 4. Peak horsepower was around 5,7. Peak torque was at 4,7. After driving the Chevelle around town for a few weeks we also noticed a huge improvement in fuel economy. So there you have it, more power, less weight, improved driveability, and better fuel economy.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. Archives
December 2016
Categories |