Mowgli1647545497

I'd like it known for the record that having just endured a real east/west-coast traffic morning, an utterly inexplicable car and truck based conflagration, an inexcusable gridlock in "all-the-room-you'll-ever-need" Ohio, that I feel recompense is in order. Therefore I am petitioning for I-71 to be dug up and the concrete shipped out to the Sea of Japan and dumped, the dumptrucks and pavement machines used in its construction to be detonated using an especially invective solution of nitroglycerin, and the route planners for that ribbon of asphalt pergatory to be summarily shot with rubber shotgun slugs. Furthermore, all drivers who've been forced to inflict some of the torture that is commuting on I-71 upon themselves be given free helicopter rides to work for the foreseeable future. That is all.

Foreign con artists crack me up. If they're going to try to scam americans I say at least get the damn english right. "Smith and the Agents"? lol "Contact your agent for confarmation" rofl "Remember all winning must be claimed not later than 30th of December 2004" lmao dorks

82 Celicas are rare? Was it an All Trak Turbo or something? That would make me cry for sure. Still sucks to lose a car to an idiot minivan driver ,and to get the salt rubbed in the wound of getting cited. My condolences man.

I obviously agree mensan, see my last post

Sorry to hear that. Hang in there.

Good point, but AWD is better than WrongWheelDrive at least. smile.gif

If its a repost, eh. 2006 MAZDASPEED 6 ON SALE: Summer BASE PRICE: $29,000 (est.) POWERTRAIN: 2.3-liter, 274-hp, 280-lb-ft turbocharged I4; awd, six-speed manual CURB WEIGHT: 3630 pounds (est.) 0 TO 62 MPH: 6.6 seconds (mfr.) http://www.autoweek.com/files/specials/galleries/mazdaspeed6/images/Mazda6_MPS_098.jpg http://www.autoweek.com/files/specials/galleries/mazdaspeed6/images/Mazda6_MPS_133.jpg "It’s a far cry from the likes of the Mitsubishi Lancer Evolution or the Subaru Impreza WRX STi, and purposefully so. Mazda said it never considered a hood scoop or “the boy-racer look,” instead concentrating more on using richer materials and finishes to elevate the look of the car over its stock brethren. In fact, Mazda has its sights squared more on the Subaru Legacy GT as its primary competition, a 250-horse sport sedan styled in a similar manner: sleek and sporty."

you should be able to set controls in game, not have to edit a file

Hey thanks for giving the ending away.

Huh wuh? The majority of LS1s can't hit 12s stock (although we all like to think otherwise don't we). But there I said it. And I don't know of any LT1s aside from the single digit freaks out there that pulled a 12second pass outta their ass. Telling a newb in a 94 TA that he should be hitting 12s stock - thats kinda harsh dont you think?

My guess is that they mount it close to the engine for a few reasons: 1) Complexity. Why design, find vendors to manufacture, (or manufacture in-house) all the piping, clamps, mountings and all the hardware required to relocate that turbo when you can just bolt it to the manifold and replace all that cost with the cost of the 4 bolts it takes to hold it on. 2) Noise management. 3) Packaging. You protect the turbo and other mechanics underhood. 4) Maintenance costs - everything in one compartment instead of spread all around the car. Spread any system over the body of a vehicle and you also spread all the parts of hte vehicle it can (adversely) affect. 5) Proximity. You harness as much of the exhaust gas's energy as possible by locating your turbo as close to the point at which the gas has its highest energy (for combustion engines thats the point of combustion). Locating it farther back you not only have to worry about keeping all that piping pressurized, but you also lose energy along the way as the gas pulse travels down the piping: the boundary layer of the inside of the pipe will be stealing energy from the flow thru friction, the air charge will be cooling as it travels along the pipe, thus losing that thermal energy also, etc. Also, you're forcing the engine to move 6-10ft of high pressure gas as opposed to 2-10inches of high pressure gas. Car exhausts aren't like designing a house HVAC system where you just put a big ass motor/fan on one end and then say the whole system is "pressurized". One really should look at it as a flow. You're paying for pressurizing that piping afterall. And whereas in a house or office building the engineer doesn't give a crap, in a car any power thats not used to drive the wheels is wasted power. So one really should think of it like a flow and not a pressurized static system.

So was this Blade better than the other two? Because the second one sucked and the first one was so embarrassingly bad that this is the first time I'm admitting I watched it.

I think the Tyrell car back in the early 70s did a good job campaigning F1 series. The Tyrell 6-wheel GP car. An attempt to lower tire drag without sacrificing grip. http://www.geocities.com/xing6666/carnut/oddball/tyrrell-6-wheel-web.jpg

Yes - its a byproduct of the reaction of the fuel and air. But you don't need that to drive a pressure engine. Ever played with those baking soda engines as a kid? There are alot of volume expansion reactions that don't increase temperature that are wickedly efficient. Heck some even LOWER temp as they proceed to completion. Its wild to put your hand on pycone engine and feel it get cooler as it runs. That thing the temperature decrease of the gas reaction is so dramatic it actually overcomes the frictional heating of the engine and the whole thing cools down as it runs.

One last maybe easier example - stripping it all away: Down in the Vacuum chamber laboratory - I can lay a turbo impeller under a heat lamp and warm it up all day long, giving it GOBS and GOBS of heat. The thing isn't going to spin at all.

To make it easier for Desparado and Sunny D to see I'll give an example: The shuttle fuel turbos. The turbines that pump the fuel to the engines. That flow is under higher pressure than you'll see on ANY street engine, and yet the turbo there is moving a flow that is cold enough to flash freeze a rose into shatterable brittleness. Entry and exit. The engineers there never talk about thermal efficiencies in those turbos. We also don't talk about that in tubojet or turbofan engines. We model the actual compressor stage and turbine stage in the flows. The flow around and past the blades. Heat is a concept for engineers to use in design when they don't understand the motion of the gas and don't need to, its a shortcut. [ 14. December 2004, 12:05 PM: Message edited by: Mowgli ]

Neo's hit on it with the elastic balloon description. Thats a visualization made for people to understand whats going on with the gas to drive home its not any one parameter but all three. In aero engineering we'd call that a chunk, or a pulse. In aero-ease it implies a mass of air moving downrange. doggunracing is right: its mass flow - but I implied that when I said "pulse". But as it interacts with the impellor, if you don't take a shortcut and look at the whole turbo as a black box, you need to look at the blade - the interaction is at the surface of each impellor blade. And the 1st order parameter there is pressure. (surface not being a volume) And while the flow of the mass of air (the balloon) over the impellor is the mechanism for creating the pressure, the pressure on the impellor surface is the force that moves it. So I'll say it again, as Neo also showed some of: heat is related to pressure. The gas equations show that relationship - but nowhere does it say that at x pressure you will always measure y temperature (and rightly so, because thats not reality). Ergo, you can drive a turbo (or any other closed-system device) with ANY temperature gas (as long as its still gaseous) at the same kinetic energy. Thermal efficiency and "Heat" is an M.E. fudge shortcut for describing the energy flow without actually understanding it or modelling it. Understandable since most M.E. curriculums don't actually teach true fluid flow beyond an introductory set. Hell most ME textbooks call a shockwave a "head" and then when that occurs they erase their design and start over instead of handling the shockwave. Why bother when you can just assume a closed system and then look at tables? Its one thing to be able to read tables or formulas in a book - its another to understand whats going on. Fluid flow is messy, using heat tables just means someone else did all the work. [ 14. December 2004, 12:08 PM: Message edited by: Mowgli ]

Wow that was an old style CR newb beat down.

Wow that was an old style CR newb beat down.

Join the Navy, meet chicks in San Diego. Problem solved.

That Kawasaki is a sweet looking bike. And Kaws are great, but then I've got two. Looks like a good choice. Now I'd say find a good used example of one - that's always the "fun" part... If I were you I'd start shopping for a good used one but in the meantime while you're doing that continue sitting on each and every model you can think of and get your pants on. Did you say you have or have not sat on a 919 yet?

Actually thats not true. You're mixing cause and effect. A higher heat is a result of being mounted closer to the engine. Higher heat is also a byproduct of a more energetic exhaust pulse, but it is the pressure of the exhaust that spins the impeller. Heat has nothing to do with spinning a turbo at all. There is an indirect relationship between exhaust heat and turbo spin. They're both effects of something else - the exhaust energy. And the turbo is spun by another effect altogether of that energy, the pressure. Or rather, its correct to say "at such n such energy, the typical exhaust pulse is carrying x much heat, but its the corresponding pressure at that energy level that is driving the impellor. While there is a relationship between heat and pressure you don't need heat to have pressure, and vice versa.". Hope I said that in a way that made sense.

Here's a question for the LS1 folks: For a guy that has an 02 SLPSS and is running on that a head and cam package, and also a Vortech T trim supercharger, about what psi would you guesstimate he's running to be putting down 569rwhp? thx in advance

old but good

nice