Renner

Pratt & Whitney contacted us (my old employer) for some consulting work in this endeavor, and then turned out to be our main competition of course. We had competition in this area from the other big two as well, I suppose it’s possible they have dropped it since then, but IMO that is highly unlikely considering the history and involvement they had at the time. And we had several consultants from Wright Patt sit in on our design reviews, as they were currently researching/testing 120+hz multi tube PDE’s, and it was indeed funded work. This was in early 2004, so I probably shouldn’t name any names since the work is ongoing. They were not making claims of hypersonic operation though, they just stated that they had easily matched thrust capabilities of any conventional turbine engine in use today, and that with the fuel consumption savings at those levels (along with the mechanical simplicity) that this was not just a research exercise. They of course did not disclose anything regarding future airframes, they just discussed modified current airframes for test drudgery. They also had a flight scale for a high speed missile application, which was already airborne and being shaken down. Once again, their definition of “high speed” was intentionally foggy.

Sorry, can’t do that. For a low speed PDE engine the hardware is relatively cheap and easy come up with, the cycle is very similar to an IC engine. Air/fuel in, spark, purge exhaust out, repeat. It's the microprocessor controller that you need to control the events, the testing/monitoring equipment, and of course the proper test facility (so you don't kill yourself if it doesn't run right), that start to drive the costs up. You also need to have the right internal geometry for the DDT (Deflagration to Detonation Transition) to take place. And that of course changes based on what you are using for fuel. There are all sorts of academia publications out there about this stuff, start searching through some of those. By the way, you really shouldn’t be messing with these things on any sort of scale anyway. Several people have died and lost limbs over the years from getting in the way of these things when they fire. Notice that remote camera behind the bulletproof lexan in the top right corner of the photo? That’s because being within 10 feet of that tube exit in just about any direction causes some serious damage. As in, open-air sonic boom peak impact pressure intensity x 100.

I'm bored this morning... Actually, this isn't correct. Every big aerospace firm is dumping cubic dollars into PDEs right now. At my last job, my project was designing/building/tuning/testing pulse detonation engines. Not surprisingly, today's pulse detonation engines (PDEs) they are nothing like the old buzz bombs or the ones used in model planes. Building a low speed PDE (less then 50hz) is actually not that hard at all if you have the right combustion background and a good test facility. Here is a picture of an initial test firing of our “baby” version: http://www.streetneeds.com/uploads/twinturbonet/pde_firing_1.JPG I have some pretty good movies of test runs too, but I cant’ exactly post those. Current technology is able to match thrust numbers from turbine engines, but the PDE does it at 1/3 the fuel consumption. These are multi-tube PDE's firing at over 120hz. They are still pretty loud, but they are not as bad as they used to be since the multi-tube PDE’s are using frequency cancellation to control noise. Still very fun to play with though.

I don't know man, I have been driving around all day yesterday and the night before with no problems. By the tracks I was the only person who made it out of my street yesterday morning since we never saw a plow. I was even playing taxi cab a bit since my g/f couldn't get her car out to get to work, she ended up being one of the only people that made it in, lol. I guess Quattro Audi > 4wd Ford truck in the snow... tongue.gif

Just to be fair to Andy (He also did my entire VR4 engine) he only did 20% of the engine work that was done to the laser and who EXACTLY was responsible i doubt ill ever know for sure. It was only $4k down the drain in a couple months--all part of the game smile.gif And just to throw it in, Andy is a very good guy and knows his stuff. Id send someone his way for machine work. This is Jeff btw smile.gif

The timing changes dynamically across the rev range. Just changing the base timing by a few degrees, or always pulling X degrees above Y rpm is a band-aid but will not solve the problem since it is not a linear relationship. Short of a standalone where you can do the direct changes to the raw map yourself, having an Eprom reburned with the correct maps for your given injector size is the best way to go as your timing will not be affected by large MAF signal alterations from a piggyback. In the case with an Eprom reburn like JWT, a piggyback is ok to use in addition since you are making only very small fuel corrections off of the already altered base map. It is when you have to run large corrections with the piggyback alone to account for the injector size change that you can run into problems. There are other things to account for as well, including injector battery offset tables, safety timing maps, and latency timing depending on what type of injector it is, not just the size, etc. These are things that are addressed with the JWT program or a standalone, which a piggyback could never touch. My advice, get the reburned Eprom like JWT for your specific injector size and type, and use a piggyback only for fine tuning adjustents with a wideband.

Hey guys I have 3 engines for sale. All 3 are from the OSU center for automotive research, so they were never actually installed in any car. The first one is brand new, still on the crate from Ford. The 2nd two were used for emissions testing on an engine dyno only. I do not know the exact amount of hours they were running, but it will be minimal compared to any junkyard engine. I have pictures of all 3, but the cable for my digital camera is currently missing, so I will post the pictures as soon as I find the cable. First one: 2.5 liter Ford Duratec V6. Brand new, never used, still on the crate from the factory with the factory plastic plugs in place. $400 obo Second one: 3.1 liter GM V6, (this could be a 3.3L, but I will have to check more closely to be sure). $200 obo Third one: 3.8 liter GM V6. This is supposed to be the supercharged version (without the supercharger). I still need to check on that to make sure though. If you are interested make me an offer, and we can make arrangements once we are 100% certain which one it is since this obviously affects the value. I am selling these as is, so if you are seriously interested let me know and we can arrange a time so you can come and check them out all you want in person to determine what you think they are worth. Just shoot me a PM with your e-mail address since I cannot check the board during the day. Thanks! -Brett

Installing injectors that are 2 or 3 times larger then stock while only using a stock ecu and piggybacks is a bad idea. The MAF signal is altered so much to lean it out on the bottom end that the timing gets severly advanced. This is a very bad thing, since in the mid range you have a large timing advance, and you haven't reached enough positive manifold pressure to raise the rail pressure yet. This can easily cause detonation when you are least expecting it. Something like the E-manage has timing corrections, but you need to do a decent amount of work while logging the actual timing values to get things straightened out.

JWT does do great ECU reprograms, but be prepared to wait on it a bit, they are usually very backed up.

I bet those gauges love all that engine bay heat as well.

http://hosetechniques.com/ is a good company.

Dave, In theory, you should use a larger line for the return because you don't want it to cause any pressure rises. But you will be fine running a return line of the same size, especially since I don’t think you will be running a crazy fuel pump. During idle and low speed starts is when too small of a line would make the most noticeable problems, as that is when you will have the most fuel trying to flow through the return. Any place you want to put the filter after the pump and before the rails is fine, as long as it won’t get damaged and won’t drip on any exhaust if you have a small leak. The Aeromotive filters are nice because you can unscrew them and replace just the filter element, and because they have large end fittings for good flow. I would stay away from those shiny K&N fuel filters, they don’t seem to flow well and the filter elements don’t last very long before they disentegrate and clog your injectors. There are some other Aeromotive type clones under different brand names at Jegs as well that may be cheaper. Just plan ahead so it is easy to get to if you need it. Putting the ECM right next to the coil packs can have some affects, but that is about it. So as long as you don’t have it right next to the coil packs or any other amps that contain large coils, ect. you will be fine.

Why are you drilling the hole that large? Your best bet is to drill the hole ~16mm, and then center the fitting over the hole flush on the outer surface of the pipe so that it does not hang into the exhaust flow. Then weld around the circumference of the fitting. Lastly, use the 18mm tap to clean up the threads on the now slightly warped fitting, and to finish tapping the threads through the 16mm hole you just drilled in the pipe. This will leave a nice flush surface on the inside wall of the pipe and you will have clean threads all the way through. It will come out looking like this (if you can see it): http://images.cardomain.com/member_images/4/web/160000-160999/160293_203_full.jpg

What size are you stock injectors? Nissan typically does not oversize their injectors very much, so 5 psi extra without any fuel mods may be unsafe. Especially with a non-intercooled roots blower which will be generating significantly more heat with the raised boost level and decreased isentropic efficiency.

Aquamist has nice systems with the exception of the pump. There was a group buy for the Z guys, and every single person had the pump fail, some at very bad times. If you go with Aquamist, plan on buying a different pump right off the bat.

With a 50/50 mix of water and alcohol the alcohol will not burn, and will aid in heat removal as it expands and undergoes its phase change. In general, using water/alcohol injection alone will not give you more hp because the water molecules do take up space in the intake charge where air and fuel molecules used to be. So although you are cooler, you also have less combustable charge volume, so without changing anything else on the tune you don't really see any gain just by spraying water. It does help to ward off detonation, so where you get the extra power is by being able to run higher boost levels or more timing with the water injection turned on. As was mentioned, you need to be careful that you don't have a setup that will instantly melt a piston if you run out of water though.

Swain and HPC both do coatings in addition to Jet Hot. They both have a few options, HPC is generally prettier, while Swain is more functional (thermal wise) but also more expensive. http://www.swaintech.com/ http://www.hpcoatings.com/

It was just in the news like 2 weeks ago, a bunch of the companies closed down temorarily because of spreading HIV. Seeing as how it can take 6 weeks or more after the date of infection to show up in a test, I don't think I would feel too confident after just a a pre-movie screening. graemlins/burnout02.gif

Damn, I thought that thing was dead! I only drove it once, and it was even worse then the mazda of death...

Which cobra was it?

I would kill to have that much room to work with on any of my projects. http://images.cardomain.com/member_images/4/web/160000-160999/160293_162_full.jpg http://images.cardomain.com/member_images/4/web/160000-160999/160293_6_full.jpg http://images.cardomain.com/member_images/4/web/160000-160999/160293_44_full.jpg There is always a way to come up with smooth near-equal length runners, even in the most cramped spaces. http://images.cardomain.com/member_images/4/web/160000-160999/160293_214_full.jpg

It's not bad. He really should try and get some smooth bends on the header and intake runners though. Straight 90 degree intersections kill the velocity and cause large pressure drops from the extra turbulance.

Thanks for all the compliments. The car is not a 2+2, it just looks long because it is so much lower then stock. Other then being longer, you can tell a 2+2 because the fuel door is behind the rear wheel instead of in front. All of the twin turbos brought to the US were 2-seaters with t-tops, unless somebody dropped a TT motor in a 2+2 or a slicktop of course. The fronts are 255/35/18 Pirelli Pzero's The rears are 285/30/18 R-compound Kuhmo Ecsta V700's

So much funny stuff in that thread. Hoop-D: ------------------------------------------ NOCAB72 ... his R33 in at Quantum right now. However....he has a certain other little rocket. cHances are if you have seen vids on the net of a silver RX7 whipping others...it is him. ------------------------------------------- Hoop-D: -------------------------------------------- Did we boast Kyle's car as our's or the fastest Quantum produced? NO! That is ludacris!!! --------------------------------------------- For not wanting to boast about Kyle’s car, you certainly have a funny way of not talking about it. I also thought this one was pretty humorous: Advanced Imports: -------------------------------------------- We also have a 800HP Supra and two 500HP RX-7's that would love to run. --------------------------------------------- 500HP RX7: --------------------------------------------- The only other one is Scotts and we refuse to work on that POS --------------------------------------------- Edit: The no-multiple-quotes hack is ghey.

It was a marketing ploy from Mini. They included a small story in this month's motor trend about some strange robot sightings in the UK, which listed that webpage in the story. The story claimed the guy used to be an engineer on the Mini project, and that he purposely over-engineered certain parts of the mini so he could use them to build his robots later. The movies were good, but definitely fake.