The bottom fitting of the cooler has the return line attached to it which goes into the bottom fitting on the trans case. Now if you place the aux cooler in line. I don't really remember the way I hooked mine up. I'm sure it's correct. I just want to see if makes sense with what I have stated above. Off hand I would think you would want the come out the bottom cooler fitting in the radiator. Go into the top of the aux cooler and come out it's bottom fitting. And then go back into the return line of the trans.
Which connects to the line which connects to the lower trans case fitting. If you will notice Buick has the bumper covering the bottom of the radiator and condenser. If you look at the car head on. Therefore all coolers should be cooler on the bottom and should have return lines connecting to them there. I think this is why they placed the aux cooler where it is on the GNX and other vehicles. Sorry I don't mean to make anyone crazy.
Just wanted to throw it out there and see what the thoughts were on this. I also wanted to give a little tech info and theory to those that want to install an aux cooler on their cars.
RE: Truck plate-style transmission cooler. I go looking First, The plate aux. Second, The routing of trans cooler lines. Since it seems everyone has differing ideas on how to do this.
So I called a crazy Bert Rutan type inventor friend of mine. Ted has 28 pattens so far to his name and because of some of them. He hasn't the need to work How do you tap into a fiberoptic without cutting it? That is one of the ones the government men in black wanted. He said he tried all cooler line configurations and compared temps before and after.
He concluded the way I stated earlier is the best way to cool the trans. January 20, , AM. January 21, , AM. To spool a turbo on a stick you need to burn the fuel in the exhauste manifold so your energy is pushing the turbine not the piston. I don't like this because it really messes with the metalurgy of the header unless its really designed for such thermal load.
Turbos on stick cars are usually slightly bigger than the ones on automatics since stock automatics are designed for comfort more than holding power so its a hardware form of torque management like modern boost controllers pulling boost in first and second gears. I don't know what a Supra automatic lacks over the stick version specifically so I can't say why the sticks run better and I don't know if they do it with the stock EMS either, stick cars do tend to be easier to put an aftermarket EMS on.
Yes the thrust bearing issue is present on all classic Buick V6's, even the race blocks are somewhat succeptible to it due to oil supply to the thrust face primarily. However this is not an issue with automatics unless you have a ballooning converter or too much line pressure which mainly happens with THs and has been known to wipe other brands of motors thrust bearings as well. The T-5 durability is pretty much a known issue due to the light design of the whole tranmission and GM didn't exactly want to mess with a massively upgraded one for or less cars.
The most important aspect is to begin with a solid Buick V6 Turbo along with tuning tools to meet your needs. Recipes: Caspers Electronics began providing aftermarket electronics, control, and wiring systems for the automotive industry in Think you've got what it takes to be the next PTE sponsor recipient? Check out the link and send in your proposal by mail only. The standard Grand National, pictured above, was powered by a turbocharged 3. These included performance upgrades to amplify the potency of this motor even further, as well as several suspension, interior, and exterior upgrades.
The GNX was officially advertised at horsepower and ft-lbs of torque, but these numbers were soon found to be understated. Third-party testing revealed that the GNX's turbo V6 actually produced more than horsepower and ft-lbs of torque at 3,rpm. This allowed the GNX to outrun contemporary models from Ferrari and Porsche, and made it one of the world's fastest production cars at the time. Specifically, the 3.
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