Nate1647545505

If you can get a 100K mile car for 10-11, put a TT kit on for 4K, you'll have a safe 350-400whp car. Replace the damn water pump!!! And weld the damn rear subframe!!!

Research how many times the HG blew, or even better, go after the author of European Car Mag Pablo's no expense spared 3 or 4 time block destroying car. :funny:

I bought my chassis for around 500$, and I would claim fair conidition. Rollers are out there if you look.

Tests done with or without restriction? What pressure/denisty were you modeling at -- and were you modeling for compressable flow? Honostly I'm just curious and am not trying to debate you at all. I think I've woken up to the fact that engineering isnt so much designing, but compromising. If this were a strictly NA motor I'd be giving you a thumbs up, but anytime I've worked with compressable flow -- the rules tend to bend a bit.

FC RX7 + LS1

As soon as the manifold is above ambient pressure (1psig) -- all of the imperfection is quickly canceled out since you're mass flow rate is going to be similar if not greater to a race spec NA manifold.

Also -- keep in mind using a batch/bank system evaporation rate is going to vary from cylinder to cylinder even with a perfect intake design. With the MSII delay % option, you can have more control over when (what crank angle) the injectors fire, which gives you a better chance at injecting on a closed valve....which is a very very VERY good thing to do.

I don't think the power is going to be an issue once in boost. From my experience modeling with ricardo and fluidworks, having above ambient pressure behind the intake valve really makes any sort of wave length tuning trival, not to say it won't benefit, but the gains would be small. I don't know the size of the piping but from the horsepower level you've estimated -- you most likely won't hit choke flow. The shape could be better, but its not uncommon for production vehichles to have a varience of about 15% lambda from cylinder to cylinder during cruise (one cylinder 14.7:1, other maye at 17:1), most designs will stabalize to about 4-5%, more so of 2-3% for performance applications. Again, turbos make intake design somewhat simple: -Air likes to go straight -Don't make sudden small to large changes (anything over 10* angle will disrupt flow to a point where you want to avoid it) -Large radius EVERYTHING Not to say following design principles won't hurt, but with turbocharging/supercharging -- you can over simplify intake manifold design.

Wow, you have to be moving to fly by a car doing ~90mph like that.

Looking good Tristan -- Take advantage of the injection % delay on the MSII code -- it should be a great help to those with big injectors with a low idle/small cube package.

Just want to share a very positive experience with Mike Ward and his crew. Can't thank everyone at the shop enough for pitching in and taking their time out for our problems. God Bless you guys!! Look forward to working with everyone at the shop!! Nate ( & Alex, Josh)

buy the most expensive bike you can find...... ....and lay it down...... and cry

You know what's funy about this thread, I just went in for a checkup because I thought I had broken my nose (somehow?) it hurt so bad. I was getting nose bleeds in the mornings, waking up with my pillow stained with blood. Turns out I have a deviated septum.....sweet.

How many people do you know that have been shot by a registered gun owner? Now ask yourself.... How many people do you know that have been diagnosed with Cancer?

I need the IRS drop out.....

The only thing that will be shooting down the track is a rod11!!!!11!!!

TORQUE, it's what's for dinner.

Looks like a wild ride

haha, thanks

Welcome, wow--Kentucky looks alot like Ohio. What kind of mpg do you average with your GT?

I'm going to create an M1 Abrams replica and do battle with him. Where can I find UD paintballs?? Best use of a throw away diesel generator if I've ever heard of one.

This man speakith the truth.

haha!

simply awesome.

someone gave me negative rep points for it