letitsnow

I think the BW s256, s258, and s362 are at least worth looking at, the compressor maps are HUGE. Here is an s256 map and a gt35 map for reference.

FTW = For the Win The VTEC FTW shirt is pretty tempting, I'm just afraid people would take it seriously.

I like the t61 map a little better than the t67 map, I also like the smaller borg warner maps, like the s256.

The picture in the link in the first post looks EXACTLY like the set I got from harbor freight.

It's also in one of the stickys in the megasquirt forum.

When it's idling, the pressure will be less than 36 because the FPR will regulate to 36psi more than the intake pressure.

Between the injector and the manifold? That won't cause it to lose fuel pressure.

No, the regulator is hooked to the manifold for a vacuum reference only. It can only be a leak, the regulator, the pump, or the injectors. If it's going back to the tank, check the regulator or the pump. Just because it's new doesn't mean it's any good.

Then search for excel.exe somewhere, or look in the target line of the shortcut properties. Reinstalling office would probably fix it too.

Did you try the first option in recommended programs, '2007 microsoft office component'? If that didn't work, find excel.exe and point 'open file with' to it, try using windows search if you can't find it by looking. Also you could try right clicking on the shortcut in the start menu and going to properties and looking in the target line, I'm not sure if that works the same in vista though. 2003 has a plugin from MS that allows it to open 2007 files, at least word does, haven't tried excel. '07 should open all '03 files without a problem. I do wish bill hadn't stolen my xbox though....

They fixed mine for free, it was a different issue though. Have you checked to see if innovate's software reads the same as megatune?

Are the times in your sig are with the old 274rwhp tune?

Wow, you work fast!

This is starting to go away from the original topic, but is that really externally balanced or is it the end counterweight? 1 piece RMS chevies have a big chunk of steel welded to the flexplate, but they are still internally balanced. I'm defining internally balanced as being able to change the balancer and flywheel without taking it to a machine shop for rebalancing. I'd call what that shop did to your mini externally balanced, hopefully you got them to fix it.

Go with the one for the larger clutch disk, if they're the same, go with the lighter one. Most(chevy, no idea about ford or mopar) v8's are internally balanced, some however, put the end counterweight on the flywheel, but they are still internally balanced. The only externally balanced sbc is a 400.

It sounds like you should try a few things, water wetter, drilling/tapping above 5 and 6 and returning them to the thermo housing(look at the sticky) and maybe knocking the compression down just a bit. The first two are relatively cheap and probably worth a shot just to see.

It takes more energy to ionize the air in the gap of the plug in a high compression/high boost engine.

Just run 22psi constantly?

I think this might be better put in it's own thread, but, why is it that the L series engines are so sensitive to detonation? An iron headed(wedge chamber, not vortec) sbc can run 10:1 without much issue and my TFS headed sbc can run on 89 with 10.5:1 without retarding the timing. It's rather obvious that the much better CC of the TFS heads combined with the thermal conductivity of AL are the reason it is so resistant to detonating. The combustion chamber on the P90/79 isn't that awful with a flat top piston, it's still not the best though, a welded and profiled chamber would probably be the best, willing to comment on your experiences with them?

You guys complain a lot, 10" isn't a good reason to close school. My college has closed maybe 3 times in the past 20 years. In a very active lake effect snow band.

BMW valvetronic, look it up on youtube.

I've tig'd with an arc welder as a power supply, it was a pain in the nuts because there's no on-the-fly current adjustment, it's scratch start, and lift stop then bring it back to let the weld cool under argon for a bit before reaching over and turning the valve on the tank off. It was just an experiment that I had maybe $100 in. I'd mig any day over using that setup, my schools nice miller tig is another story.

I agree, to a point. As far as determining overall performance from a theoretical point of view, you need way more math than just flow numbers. We're currently concerned with the throttle, which is separated from the source of pulsing(intake valves) by a plenum. The plenum has an effect of smoothing out the pulses significantly, it's possible to calculate how much, but I couldn't do it, I know how the math works, but I don't know the details on actually doing it. I've been thinking of getting an sae paper specifically about calculating intake resonance, apparently helmholtz is a rather rough approximation at higher engine speeds.

I've got solidworks 09(student) and cosmos, if you can agree on a design and test parameters, I can do some basic CFD. I'd prefer the model to be simple, like a 3" tube plenum with straight runners.

You should NOT be having those problems! My trickflow 195's came with that bolt setup, nobody makes a good intake for it, like you said, so I slotted the holes. I've had no sealing issues to date, 4 years and countless hours of abuse. I have a feeling it's related to the gasket you're using. What size are the ports in your head? manifold? which gasket? have the heads been milled without the intake faces being corrected?