Nate1647545505

Stewart and Colbert 08'

don't talk about my mom like that.....

disregaurd that

Fooooooooooooooooooooooooooooooooooooooooooooooooooooooooooooood!

Damn torque falls off fast....

Jesse, Check out Progressive.

Nice setup Anthony, what boost# were you at when racing?

damn UFOs...

Tom and Loyde are crazy ass mofos.

user-529580 password- 253041

amazing

Car companies love that corrola styling :barf:

Please give your parent's car back to them and learn how to shift. KTHXBYE

There is a max number of people. I don't know about the deadline. I live with Derek (turborust) and we joke around alot. I'll let you know what I end up doing.

You never complained?

Well, my dad lives in cleveland, so I ws thinking of heading home for that weekend and leaving sunday or early monday morning? You're welcome to stay over night at my dad's place..if you're..clean..and not...lame.

Jesse, They really dont check if you're currently enrolled...have an alumni email address? Shit you can use my email...thats all they really check.

Blurb from the SAE page: http://www.sae.org/servlets/pdEvent?OBJECT_TYPE=PDEventInfo&PAGE=getPDEventInfo&EVT_NAME=C0602 .D.# C0602 Printable Description Duration: 1 Day May 22, 2006 (8:30 a.m. - 4:30 p.m. ) - Troy, Michigan December 13, 2006 (8:30 a.m. - 4:30 p.m. ) - Orlando, Florida The engine control module (ECM, or on-board computer) is the tool used to control the fuel injection rate, fuel injection timing, ignition timing, rate of exhaust gas recirculation (EGR), and other functions. The task of "programming" the ECM is much easier for a race engine than for a production engine because the calibration engineer does not need to be concerned about emissions: EGR, keeping the exhaust catalyst "happy", etc.. This course provides a practical introduction to ECMs, including the uses for the various sensors. It also covers the specific methods used to incorporate the various sensor signals into the ECM's control systems for the fuel injection rate, fuel injection timing, and ignition timing. Background information will include an understanding of the desired air/fuel ratio and optimum ignition timing. While examples are tailored around the application of the ECM to Formula SAE race engines, this course is useful for improving any engineer's understanding of the functions of the ECM for other types of race engines as well as production engines. Benefits of Attending By attending this seminar, you will be able to: Describe the functions of the crank position sensor, cam position sensor, intake air temperature sensor, manifold air pressure sensor, mass air flow sensor, exhaust "oxygen" or lambda sensor, throttle position sensor, engine coolant temperature sensor, and knock sensor Explain how the ECM controls the fuel injection rate, fuel injection timing, and ignition timing Interpret base look-up tables, multipliers, and adders Develop base look-up tables, multipliers, and adders Who Should Attend Anyone interested in engine calibration/programming the on-board computer, especially for race engines. At a minimum, classification as at least a junior in a curriculum leading to a BS degree in engineering or experience in engine development is necessary background for taking this course. Seminar Content Basic engine theory Relationships between torque, brake specific fuel consumption, engine design parameters, engine operating conditions, and four fundamental efficiencies (volumetric, combustion, indicated thermal, and mechanical) Effects of fuel/air equivalence ratio Effects of load Effects of engine speed MBT and LBT Goals for race engines Goals for production engines Correction factors Engine sensors--the need for and use of: Crank position sensor Cam position sensor Intake air temperature sensor Manifold air pressure sensor Mass air flow sensor (if used) Exhaust "oxygen" or lambda sensor Throttle position sensor Engine coolant temperature sensor Knock sensor Air/fuel ratio control Base pulse width look-up table for speed-density systems Benefits of MAF systems Multipliers Ignition timing control Base ignition timing look-up table Adders Instructor(s): Ronald D. Matthews Professor Ron Matthews is Head of the General Motors Foundation Engines Research Laboratory on the campus of the University of Texas at Austin. He has been actively involved in engines research for 35 years, including engine control systems since the initial introduction of on-board computers. He is a Fellow of the SAE. He founded the Formula SAE competition in 1981 and has been the Faculty Advisor for a Formula SAE team each year since. He has been author or co-author on ever 200 technical papers and reports, mostly in the field of engines. Fees: $685 ; SAE Members: $595 Fee includes lunch and refreshments Special Student Rate - $195 .65 CEUs A fellow gearhead and I will be headed out to the land of M to see what we can pick up from the boys of GM. Just wanted to share.

no comment.

Anyone want to grab some food.... ....you dirty sluts.

DJ, 99% of the times a choppy graph is due to RF intereference with the RPM pickup(s). With most newer style cars that use a Coil on plug/waste spark system, the current is limited primary side of the coil and the voltage is very low compared to the secondary (zap the shit out of you) side. This rules out the cleaner signal you get by taking your reading off the primary side of a tradtional coil used with distbutor type signals I had a bitch of a time with the Grand Prix on the dyno, actually had to use both secondary pickups - like the manual stated (RTFM?). I watched one of Mallet's techs dyno a Mosler with a motec stand alone, the working space was so cramped, and being a kit car, there was little to no insulation to prevent any RFI, they had to mount an optical sensor to get a smooth dyno. I've also seen the pickups be the source of the problem. The pickups are very sensitive and should be replaced if there is any question. It would have made my graphs a bit smoother

all said cars are slow and lame.

:[

WTF?