Renner

So let’s look at the facts. You swear you have been here multiple times, yet not one of the 8 people working here has ever seen you here. Nor have any of our regular customers ever seen you here either. You cannot provide a simple date as to when you were legitimately here so that it can be easily backed up with video proof. You continue to brag about how you have snooped around here without our knowledge. From your posts it is clear as day you have never actually seen the shop space. You have at best seen the showroom only. You express your disdain for us every chance you can get on all of the 40 forums you post on. You talk about having friends in town that you come to visit often. You constantly talk about how poor you are. Yet you somehow now have the funds for a big Garrett GT turbo, new big front mount, aftermarket sheetmetal intake, aftermarket rods, etc, for your rolling deathtrap. You took it upon yourself to deny stealing anything from us before anybody had even accused you of it. You keep trying to misdirect this topic. Well this really couldn’t be any more obvious: http://ipsmotorsports.net/pictures/BrakeInDamage1.jpg Several months ago somebody broke into our showroom and robbed us, they did not make it back to the shop space or the parts room. This was of course just before we had installed the security system, cameras, and bullet proof glass laminate. During this quick smash and grab several of the employees lost some irreplaceable personal belongings. We don’t take thieves too lightly around here. So now even more then before, there are quite a few guys who can’t wait to meet you in person to see what you have to say for yourself. Your own words have given you up. Isn’t it funny the info that comes out when you run your mouth? I’m done with this thread now. If you have anything else to say to me do it via pm. I suggest whatever you write be very convincing.

Once again, you are completely full of crap. That is why you always answer with vauge bullshit, that's all you have. This should be very easy for you to prove me wrong. Date and time.

Haha, you are so full of shit. The only time we have ever had a big group here was the Ohio nissans meet a couple weeks ago. You yourself posted: “Looked like it was fun, sorry I wasn’t able to make it.” That and you aren’t in one single pic from the meet. So this will be easy, post the dates and times of your multiple visits please. We have 24 hour video surveillance of every inch of the shop, so it will be very easy to verify. Awaiting the "I don't remember when” response. Otherwise, you came into the showroom but didn't have the balls to introduce yourself to one single person after all the shit you have talked? I guess I'm not surprised. Nobody knows what you look like? Sam posted your pic a long time ago. http://thelotspot.com/images/halloween/DSC00526.JPG After your most recent unsolicited bullshit towards us, a few of the guys here said they really wanted to meet you in person. Seriously, just quit posting so much bullshit.

Stating that it somehow takes an unlimited budget for John's car to produce results (compared to your budget heap) isn't you just taking another stab? Regardless, I'll take that with a grain of salt coming from a person who randomly posts shit like this on as many boards as possible. http://www.columbusdsm.com/forum/showthread.php?threadid=12353 Your right, that wasn't a direct "poke" at all. You just happened to make it on a board which none of us are able to post on, even though you know we are all on RC. Which reminds me. Please describe specifically when you have actually walked through the doors and introduced yourself to ANYBODY that works down at the shop? Driving through the lot after hours doesn't count.

The funniest part about this thread, and posts made other forums as well, is how often coltboy likes to blab about John having an unlimited budget for this project. This really couldn't be further from the truth as we are doing this project on a very reasonable budget, especially when compared to the cost of ANY of the LPE cars making anywhere near this power. It's sort of hard to market a TT kit that costs that much more then everything else out there... Colt keeps asking John about his mods, offering info about his setup in return. The only problem with that is, nobody cares.

Actually the stock Z32 turbos are TB02/22, smaller then any T25. Here are the measurements. Comp: 40mm minor 51mm major 62 trim Ex: 39mm minor 47mm major 69 trim I don’t remember the exact max flow rating, pretty sure it’s in the mid 300 cfm range though. 380+rwhp is pretty easy to get with minimal mods on a Z32. I think my numbers were 370rwhp and 400rwtq with only an intake, cat back, ecu reprogram and mbc back in the day. Quite a few have gotten low 400 rwhp with them, but they are pretty much done past that. We probably have half a dozen stockers sitting on a shelf down at the shop.

Columbus has a fleet of 6 MD500E helicopters. According to the manufacturer it has a maximum cruising speed of 155 mph. http://www.mdhelicopters.com/helicopters/pdf/MD500ETechSpecs/500E_Perf_Spec.pdf Assuming you are both traveling in a perfect straight line, at 175 mph, you are only distancing that helicopter by 20 mph. So it's going to take you some time to put any real distance on that helicopter. Basically, by the time you are out of line of site from the helicopter, every cop in the county knows where you are.

Why does it matter what the guys on LS1tech say? Were they standing there to witness the dyno? Of course not. It's very possible Linn's cats/muffler are pretty clogged up thanks to all the abuse his car sees. Don't forget he has probably run a couple hundred bottles of spray through that thing. Regardless, Linn's car was on the dyno, all tuned and dialed in. It wasn't making the power numbers that it should have been making. The cutout was then opened, and voila the numbers were right where they should be on a back to back run. Just a Linn stated, a 40rwhp gain just from opening the cutout. So it just freed up a bunch of backpressure to get the numbers to where they should have been in the first place. There were probably about a half dozen IPS guys there to witness and the dyno session as well (since we did the work on the car) who can verify the numbers. I'm guessing Linn just doesn't want to post his dyno sheets for everybody to see.

Scott, you don’t need to dedicate one day to each body part, such as splitting up biceps one day and triceps the next day. Anything can work as long as you work hard, but the one body part per day idea has been proven to be less then ideal. The body doesn’t work that that, it’s much better to train based on movement plains to keep from developing imbalances. Compound movements using multiple joint exercises will also give you much better results then isolation exercises due to total muscle fiber recruitment. Here is a pretty simple and straightforward program for gaining both strength and size that works well for beginners. Once you learn the ins and outs of this program and develop a good base, it will be pretty easy to move on and make small changes depending on what you need. http://www.t-nation.com/readTopic.do;jsessionid=2248A358E4284DB768E508A2EED748CB.hydra?id=459341&pageNo=0 Chad Waterbury, the author of that program, is a well renowned strength coach, he knows what he is talking about. If you search you can find pretty much any info you need on t-nation.

I think you are confused, (as usual). I don't remember Jeff saying anything about only racing you at the track in his VR4. In fact, in all the years I have known Jeff, he has taken that car to the track twice ever. Same for me, we hardly ever go to the track to set up races. Now Jeff has purchased another car to play with that is more suited for dig and roll races, which he also said he would race you in. It's pretty easy to see how you want to concentrate on the car that you think you have a better chance against. And just to remind you, you have still yet to EVER show up in columbus with your car to race ANYBODY. We have been hearing this "when I come to town" bullshit for over 6 months now. Hell, it's been so long that I don't even have the same car anymore. I have seen about a dozen people, including Jeff and myself, tell you we would be glad to race your trash can on wheels, but you have never shown your face in town. So 6 months later now, who is waiting for whom to step again?

Turn off the Initial-D video, and please pull your head out of your corolla’s ass, you clearly know nothing about a TT 300ZX. Even with just the basic suspension bolt-ons the cars have excellent handling, understeer to oversteer balance, road feel, and steering feedback. My last TTZ was one of the best all around driving and handling cars I have ever driven. And yes, considering the various Porsche race shops I have worked at over the years, I have driven plenty of real sports cars out on multiple race tracks to know the difference. Heck, I just test drove an NSX a couple months ago that I was looking at buying, a car worshipped for it’s handling prowess by all the Honda fan boys, and the car couldn't have been more disappointing. I have had a very difficult time finding a car to replace my last Z that is even close to comparable in terms of an overall package BTW, Z’s were winning IMSA championships for years before your “drift machine” became the newest teenage fad. http://www.stillen.com/images/si_history_1.jpg

Not exactly, see my post above this one. Also, it's not as simple as saying "while under vacuum", since an engine is under vacuum while at idle, and most cars out there do not idle anywhere near the 16-17:1 range. An engine is also under vacuum while decelerating under load, and in that case it is much much leaner then 17:1.

Stoichiometric is the ideal ratio where fuel is burned completely, going leaner then that does not cause a "more complete burn". Going leaner does increase fuel mileage of course. However, going leaner also increases NOx production. (NOx is how NO and NO2 are collectively referred to) NOx production is a very bad thing, so many car manufacturers don't target much leaner then 14.7:1. And you were right, I was generalizing, every car has a different target for light load closed loop operation, 14.7 is just the largest average for cars on the road today. The newest cars, which are advertised as being "lean burn" engines, target in the ~16:1 range for closed loop. They have designed combustion chambers and catalytic convertors which can run in that lean of a range without increasing NOx production. Wouldn’t know what that Audi’s target is without throwing a wideband on it, but it’s probably around the 14.7 range since Audi hasn’t done a major redesign of the 1.8T (allowing it to run that lean cleanly) for many years. Also keep in mind that common narrowband O2 sensors cannot reliably read AFR’s as lean as 16:1, so if your car has a traditional narrowband sensor in it, then it is most likely not running in the 16-17:1 range during closed loop operation.

This is assuming that the car does not have a knock sensor feedback loop, which is incorrect. The combustion chamber design, cam timing, and ecu tune are all designed to run ideally on 91 octane for the stock 1.8T as well as the 2.8 V6. On 87 octane, the car does knock, and the ecu does pull timing, which of course decreases power. In the end, the non-ideal timing levels (and decreased torque production) can end up giving you worse fuel economy, because your brake specific fuel consumption (BSFC) just went up. The car now requires a larger volume of air (and of course fuel) to accelerate at the same rate as with the 91 octane timing curve. Also, during light load cruising the ecu reads the O2 sensor in closed loop, and trims fuel to reach the 14.67:1 stoichiometric afr target as needed. As mentioned above, at these levels less timing=less torque production, which means the throttlebody must be opened further to maintain say 65 mph because of the once again higher BSFC with 87 octane. A larger volume of air requires a larger volume of fuel to maintain stoich, therefore the mileage is slightly decreased for this reason as well. So in this case, although not exactly ideal, the 87 octane will not damage her engine if she is just driving it normal like most people out there, because the ecu will pull timing to eliminate knock damage. However, she could be losing some gas mileage for the reasons listed above regarding BSFC depending on how she drives. Anything above 91 octane would definitely be a waste for normal driving though. Edit: Joe beat me to it.

How do I feel? Indifferent. Why is this so hard for you to understand? Like I said before, I stopped caring about the situation a long long time ago. Hate to disappoint you, but it really is that cut and dry, and no amount insults from you is going to change that. You sure do have a funny way of trying to make amends with people. So far I only see one person here initiating drama. Not everything is about you ant, this is something that you really need to grasp. I haven’t hung out with John, Sam, or Hua for a long time either. I guess I must be hiding from them too? Everybody knows where to find me on the weekends, it's really not that hard to figure out. I don’t wish you any ill will, but I also don’t plan on helping you out with your car again. I’m a very busy person, and it’s just not worth my time to deal with. However, I will continue to give you shit when you feel the need to instigate it.

It’s really pretty simple. We all go about doing our own thing regardless of what does or does not happen on CR. I haven’t really cared about what ant is or isn’t doing for a long time now, I’m much too busy to worry about that stuff. I know that’s hard for people to understand, but that really is the way it goes. When I see ant nosing around and mentioning my name specifically, I kick him in the nuts a little, just so he knows I still love him. If he can’t take the ribbing without flipping out, then that is his problem, and maybe he shouldn’t nose around and instigate shit.

I haven't received any messages from you, and I don’t resort to name calling. Way to be. So ant, why does it make you so mad that there are a group of people who want to visit a board where things are different? Oh ya, did you ever think that maybe some of the things I post are because I know you are reading them? I mean, that probably gets you pretty worked up to not be able to speak up in defense when people are (supposedly) bitching behind your back, huh? Check the times of the various posts, and compare those to your own. It shouldn't be too hard to figure out. But that’s right, you don’t care, you only started an entire thread about it.

Thanks Joe, I had heard you got a rolling time bomb.

I think you are confusing the word burn with melt. In a running engine, aluminum does not “burn”, it melts or fractures. The boiling point for pure aluminum is 2200C (4000F), for a cast aluminum alloy it is several hundred degrees higher. And this is just the point where aluminum becomes a stable liquid that can undergo a phase change, this is not the temp where aluminum actually ignites and combusts. The combustion (or burning) temp is of course much higher. Just because you have seen a beer can melt in a camp fire with a cool green flame doesn’t mean that it somehow applies to what happened to John’s piston. Um, I already did.

Thanks. Which car was your friend’s? Just curious. It is a good machine shop (that’s why they are so busy), unfortunately it has just become a black hole for parts lately. The cylinder head for Mike’s Evo has been down there for quite a while now too.

Thanks. Just thought I would mention, I don't know for sure if the detonation was from cold weather or not. That's just an idea that I think could have happened, because I know that going lean from air temp often happened with my car. As John said in another thread, when you make power, shit happens, stuff breaks, and usually you can't do much about it. You fix it and move on.

It's funny Despo, you poking at people trying to diagnose this failure, but then trying yourself. So you think it was lean enough to somehow “start burning the aluminum in the piston top”, but didn’t detonate? Please, explain to me exactly what it is you think happens when an engine runs lean. Oh wait, never mind, please don’t. As has been mentioned, 5 of the 8 spark plugs are completely destroyed, the remaining 3 look like shit too. This, along with the hole in the center of the piston is nearly a textbook case of detonation induced pre-ignition. For those of you who didn’t know, detonation and pre-ignition are most definitely not the same thing. Detonation occurs after a spark induced combustion event, pre-ignition occurs before the spark. The car was likely detonating due to being too lean, or to running too much timing, or both. It was pretty cold out that evening, which would cause both a leaner mixture, and slightly advanced timing, since stock ecu’s like to advance timing when it is cold out, and since the stock maf calibration adds only enough fuel trim based on cold charge air for a stock engine. My guess would be John's car was too lean, since too much timing tends to kill headgaskets first. I know my car would lean out a bunch on cold nights even though the tune had been perfect just the weekend before, I only caught it because I had a wideband in the car. It's possible his fuel pump was starting to fail as well, at this point who knows. Regardless, all of the hurt plugs indicate that it was not just one cylinder that was having problems, likely many of the cylinders were detonating. It's just #2 that crossed over to pre-ignition, and total failure, first. A strong engine will live through quite a bit of detonation, but it will not live for more then a couple seconds of pre-ignition. The detonation (be it from a lean mixture or too much timing or whatever) caused high combustion chamber temps and pressure spikes, which destroyed the plugs, and turned them into some nice hot glow plugs. Having a hot spot like a glowing plug will cause the fuel to ignite while the piston is on its upstroke, known as pre-ignition. The piston is trying to compress an already burned mixture, which of course causes the various parts to absorb heat very quickly. The cylinder head and cylinder walls have high thermal inertia, so that is why they survive. The center crown of the piston is very thin relative to the outer circumference, and has nowhere to reject heat like the ring lands do (to the cylinder walls). So that is why the center of the piston gets knocked out in this fashion, since it has such a low thermal interia, and is pushed past it’s failure point by the raised temp and pressure very easily. The pistons are black because the car was driven from Sam’s house to the shop. John knew it was hurt already, and they had it up and running a few times at Sam’s anyway, so they figured why bother towing it. So the color of anything in the combustion chamber is far from representative of how it was running when the failure occurred. Driving a car when it has a bunch of beat up spark plugs tends to make the combustion appear a bit on the rich side.

TTT. $200 obo.

Edit: Just realized that I put this in the non-automotive for sale section. If a mod could move it over I would appreciate it. These only have about 6 passes on them, so they are pretty much still new, they are just a little dusty in these pictures. Size is 26x10.5x16, asking $250 obo. They are down at IPS, so stop by whenever you want to take a look at them in person. http://www.streetneeds.com/uploads/twinturbonet/etstreets1.JPG http://www.streetneeds.com/uploads/twinturbonet/etstreets2.JPG http://www.streetneeds.com/uploads/twinturbonet/etstreets4.JPG

Actually, both P&W and the Wright Patt people talked about their thrust to fuel efficiency advantage. This is one of the key reasons why my company was so interested. On our system the fuel consumption levels were very reasonable. Funny thing about P&W, when they realized that we really were going to move forward on our own without just handing everything over to them a few feathers got ruffled. So to try and discourage our progress (since they had of course decided to pursue this direction themselves after meeting with us) they said that it would take us 7 years and about 5 mil to go from ground zero to a working installable prototype, because that’s what it took them initially. ~9 months and ~$250K total project budget later I was destroying piezo impact pressure targets with our “medium” sized prototype without even trying. I probably shouldn’t post any more details about this stuff online. I’d be happy to chit chat over a beer sometime though if you are interested.