The wiring and plumbing of the system were a mess, but the fix was simple. So, nozzles would be staged, one at 7 psi, next at 15 psi, next at 22 psi. At the time, there was a DIY movement using an insecticide pump, and going with solenoids to create different stages as the pump was way too aggressive and would flood the engine. Next move was to go with a larger more capable pump. This kit solved one part of my equation.ДЄs time progressed and the desire to go faster/wanting more increased, I felt limited by the small fuel pump in the kit and needed a solution. Let alone the car was no longer prey when on 93 octane. Once I put this kit on the car, everything came together, now I could crank the boost and timing while not having to deal with the race gas or damaged oxygen sensors. It was something new and something that I have been waiting for, but it used denatured alcohol with a touch of Klotz lube to help the small pump that came with it. 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-onвЂ™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 вЂњ as funвЂќ to drive.ДЇast 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 90вЂ™s. What was happening is the motor didnвЂ™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, IвЂ™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 вЂњhandle boostвЂќ. 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. How I came up with and developed the Alkycontrol kit

Scanmaster for 93 camaro