Nate1647545505

For ~15psi, cutout closed. Stock exhaust doesn't like it to much past that. He still needs to extend the wires for the ICCU so we can get crazy with the cheese whiz.

Welcome. GTPs are lame.

So how many patents do you hold?

Understand NA 110% before you even look into FI. You might want to take a small engine repair course to familiarize yourself with engines.

+1000000000000000000000000 Don't start off tuning FI. Learn how a carb works, learn how efi works, learn ICE principles. MIT and John Heywood make decent books. SAE and EFI101 are great places to look into.

My pet sloth: http://www.glass5.com/Amazon%20Sloth.JPG

I would say comparable, but if company X has the $, the resources (hardware), and the time - we've seen hugeeeeeeeeeeeee gains on the 2K3 vs RH / SuSE / BSD systems. I'm not going to argue about TCO and how much of resource hog M$ can be, though.

Server 2003 with tuning > RH L% Ent, SuSE Just take NYSE and the LSE word for it. EDIT: The articles throw around VSS. VSS is a hook. Microsoft has never had a utility other then NTBACKUP in 2K3 that utilizes VSS. Any System Engineer/Admin knows that NTBACKUP is something you use a fail safe, not an alternative to a backup strategy. As stated, there's no compression done on Vista images. That's not the worst thing in the world considering they have the ground works for snapshot/image based technology. Anyone out there that has had the pleasures of using NTBACKUP would give their first born for uncompressed image based backup. If there wasn't the option to turn it off, I'd understand why people are so up in arms. Otherwise, turn it off, buy the product of your choice that will use MS's VSS hook, or if that fails, a proprietary one.

TBI sucks to begin with. I wouldn't add to it. .02

That's OK, virgins are boring

+1

How are you going to race a car that doesn't run?

14.5 @ 99mph Looks good.

Eric, As far as the ECU: If you can manage to get it open, post a picture up. EProm/EEprom is easily spotted. Read the chip via chipreader (i think I may still have one if you need to borrow it) and crack it open with a disassembler like WinOLS: http://www.evc.de/en/product/ols/software/ or IDA Pro www.datarescue.com/ida.htm The MAF is most likey a 0-5V style, and a table can be built with a test rig off car, or wideband on car (in some cases, very difficult). The easiest way to determine the flow per voltage - look at the reference table inside the ecu, granted they are a legit pair.

You body work bastard

AJ, If you need anything from Cleveland, I tend to take a trip every month. I can save you the hassel of getting shot. Nate

PM coming your way...

+1 I was lucky and got into IT @ 17

HPT 2 bar kekekeke

+1 for Tinman....10 years+ experience

All up in ur America Leading teh Jihad

What kind of firepower can the traps take?

Rob, Long block remains the same. Cam profile is also the same. I concur on the question having a hole when it comes to changes and optimizations in the manifold. Would it be fair to say: Each setup runs anifolds optimized for their respective air/fuel management? A question that bounces around in my head: How much (if any) pressure drop @ the Venturi is there on a race carb setup? How much will it effect performance (if it does at all)?

In a good spirited, gentleman discussion on engine management: An engine is put on a dyno. The only things that are being measured: peak horsepower and torque. Drivability, emissions, and dynamics are negligible. Two setups: I. Sequential Multiport Fuel Injection (non direct port), Speed Density system, Individual Throttle Body type manifold II. Tunnel Ram, Duel Split [Dominator] Carbs Which would make more power and why?