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HowlerMonkey

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Posts posted by HowlerMonkey

  1. Tires are 225 but i didn't catch the other important size numbers.

     

    Lots of guys have track records on 60 series tires because they maintain a bigger footprint through non-optimal camber changes than a square shouldered 60 series tire.     

     

    Rim size vs tire size matters in contact patch area.

     

     

  2. Sanford Silverberg won ITS races with a S130.    

     

    There are quite a few cars racing in SCCA that run insane spring rates because they listened to the guy who said "any suspension will work..........if you don't let it."      Kind of the opposite of Colin Chapman.

     

    Depending on your car, you have to decide which is better.

  3. 8 years on.....  

    Car is now 3000hp.  

    We still run at Kennedy space center runway which was renamed "Johnny bohmer proving grounds".   

     

    I stopped making input with the project after they installed those tubes to the boxes in the back to pick up dirt and low pressure air behind the rear tires.

    I'm sure the air brought in from the stock location (high pressure area on deck in front of deck lip) was more than enough but...........

     

    https://www.youtube.com/channel/UCQKDgEAYylSy6fcE6bwD3EQ

     

    I feel a p79 or p90 head on an f54 block with flat tops has enough squish to keep detonation down in naturally aspirated form.  Being able to change the timing curve to your needs is a huge plus.  

    Running a functional egr system will allow more advance during light throttle driving.  

    A lot of l28/f54 will detonate at stock base timing witj 87 if the egr is not working because many ecus may advance spark if it assumes the  egr is working.  

    This has nothing with full throttle operation but it is where I find l28 to ping most often.  

     

  4. The distributor drive is off by 180 degrees?

     

    You can easily check this by removing the distributor cap and see where the rotor is pointed when you're on tdc #1 and also seeing if the cam lobes for that cylinder are pointing up instead of downward.

    A field fix would be marching the plug wires around until #1 sits in the cap where the rotor is pointed 

     

  5. The improved touring guys love these.     We used to

    sell them at electrodyne and I remember having one on the counter to set up for showroom display and thinking to would be fine with proper reinforcement.

  6. If you use a "grainger valve" it will protect your diaphragm from excessive vacuum and you can adjust the boost.

     

    It acts as a one way valve allowing only pressure to reach the diaphragm.

     

    You can plumb it to the intake manifold without worry.

     

    You just have to make sure you have that tiny hole between the diaphragm and the valve so the wastegate will close again.

     

    As with any changes to boost control............take the first drive ready to back off the throttle in case things aren't right.

     

    Also.....what kind of timing and curve do you have going on?

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