It says on their website that it is recommended for turbo cars. I am wondering who is running one. Here is a link:

ZZ Performance

__________________
Red 2dr 99 GTP: Z7 t66, A/A IC'd, Custom Heads, 65# Inj, ST2 Cam, Meziere Elec Pump, JP Double Roller(with machined crank gear), Plogs, PLX W/B, Powrtuner

99 Regal GS (work car)

I had bought one, but havent used it yet.

I am also interested in seeing the results.

__________________
2001 GTP street car- GT45 turbo,Stage 4 Intense turbo cam,FMIC,150 wet, double roller timing chain, Diamond forged coated pistons 8:0:1, Diamond piston rings, cryoed L32 connecting rods, Cryoed crank, Clevite77 main bearings, Clevite77 cam bearings, Clevite77 L32 rod bearings, ARP Everything, Intense/meizere true billet Flexplate, Custom UIM, Intense oil pressure kit, Cometic 4 layer head gaskets, OE-R lifters, Cryoed L67 block, ATI turbo dampner, MUCH MORE, 6 more to choose from ASE Certified

I've ran one, as a couple of guys in the STL club. Here's more info.

Throttle Angle Calibrator Module Description
The Throttle Angle Calibrator (TAC) was specifically designed to alleviate the problems faced when significantly increasing the throttle body size on any OBD-II controlled engine over that of the original throttle body size. The reason for problems resides in the way the Powertrain Control Module (PCM) determines operational conditions of the engine and transmission based on throttle position. The PCM relies on the TPS signal to predict a minimum of three powertrain parameters.



One parameter is the amount of torque levels delivered to the transmission. With an oversized throttle body in place, the engine will produce significantly more power and torque at the same throttle angle due to the additional air allowed by the larger throttle body. This can cause serious problems at lower throttle settings where the PCM is not properly anticipating the higher torque produced by the engine. When the engine is producing more torque than expected, the PCM is not commanding sufficient transmission line pressures to the engagement clutches. If the clutch pressure is insufficient, then the clutches can slip, get scorched and eventually fail prematurely. The TAC will signal the PCM to the higher torque level at lower throttle angles and the PCM will respond by increasing transmission line pressures. This will result in maintaining sufficient clutch engagement and prevent clutch slippage.

Another parameter is the PCM should be crossing over from closed loop operation to open loop operation when higher air flow rates are achieved. When a significantly oversized throttle body is used in place of the original throttle body, then excessive air flow is allowed into the engine while the PCM remains in closed loop operation. The TAC signals the PCM that the effective throttle angle is greater to match the higher air flow. The PCM will then respond by switching over to open loop operation. This can save the engine from higher throttle fuel mixture control instabilities not supported by closed loop operation. In some conditions, the TAC can prevent engine damage.

A third parameter is the point at which power enrichment is triggered. The TAC signals a higher effective throttle angle than the actual position. This allows the engine to richen the fuel mixture at an air flow rate more appropriate for the larger throttle body. This also allows for more power at these throttle positions as well as holding off the onset of avoidable knock retard.

The TAC differs significantly than throttle position sensor enhancers that are currently available in the automotive aftermarket. These TPS enhancers do not affect the TPS signal at low throttle positions. They only make any changes at typically ~70% throttle and then discontinuously switch the signal to 100%. The TAC operates dramatically different. The TAC starts by giving the PCM the same idle position signal as with the original throttle body. However, immediately off idle, the TAC begins to send the PCM an increasingly higher effective throttle position relative to the original throttle body. This higher effective signal continues to increase until approximately half throttle is reached. At that point, the effective offset is gradually reduced until full throttle is reach where the TAC output is 100% just as the original throttle body. This approach means the TPS signal sent to the PCM is smooth and continuous without any drastic jumps. This results in the PCM producing smooth transitions in the control of the powertrain.

__________________
04 Indy SS build #972
XP, TOG's, Lightning injectors, 2.8 pulley, 105 CC springs, Wizaired, 3.29 gears, tripleedgeperformance ported blower, machined LIM, 180* tstat, RS12YC@.053, FP rewire, Alt rewire, stage 1 V boost, PRJ wires, Stage 2 IC