Tony D
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Posts posted by Tony D
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The annual Haggerty Underwriting Meeting undoubtedly had this series of photos up on the screen when discussing policies in Orange County!
"THIS IS WHAT CAN HAPPEN AT A CAR SHOW!"
And people wonder why we have them sign a liability release before joining the club or going on an event. There's a lawyer out there that would try to pin the blame on the organisers of the EVENT and recover damages (which is a nice reason to have separate event riders!)
"Boys, where's the Zip Ties and Blue Plastic Bag?"
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That's what the lower radiator hose is for!
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There is no efficiency increase. It's a sales presentation with marketing terminology.
Asked and answered.
If you want performance from 1,700 to 8,000 run a 0.48A/R and this gimmickry B.S. is unrequired. Added complexity and imposition of multiple cascade failure points with the added issues of multi staging compressor map matching.
Conventional sequential turbocharging is proven and does not suffer the complexity of trying to multi-stage the compressors, you simply deactivate the smaller turbo at higher rpms and let the big one sing. Far greater capacity possible then when nt restricted by the stonewall point of the smaller turbo.
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So you are not talking compound supercharging, indeed you are talking about a volume enhancement by twins...in parallel as opposed to pressure through series application (compound)...
Or do you mean sequential with a smaller turbo coming in early, and eventually a larger turbo n parallel with it taking over for boosting at higher RPMS?
Mainly because the power produced and limited rev range most use. With standard single turbos you can get full boost by 3200 rpms, and pull to over 8000 rpms. There's really no reason. For a smaller one to handle off-idle to 3000....
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Cheap Flights on Southwest from OKC-LAX, SNA, ONT, Burbank...etc
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Well, you can get 50psi from one turbo, why compound? Petrol engines aren't built like diesels where you can have 100 or 200psi inlet pressure.
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What's wrong with Grassy Knolls? I spent a wonderful time in Downtown Dallas in a great public park this last trip...snorting hydrogen from my home generator...blogging about my uncle Frerdinand's reminisces on the Apollo Program and some things he noticed that bothered him in the data sets when he worked in Houston...
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Actually, it's exhaust gas reversion into the intake from excessive overlap that is the problem.
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There were few issues with BAR90 when the Feds audited it. A few small tweaks regarding exemptions and it would have flown. But noooooooo, they scrapped EVERYTHING and went awry.
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Oh, another thing that is now STATE CONTROLLED is the TESTING PORTION of your Driving Schools (Online, at least.) If ANYBODY out there has a pending online driver's school from 2012 (or gets one after 1 January 2013) the provider of the course no longer controls the testing. That means no more 'pass or don't pay' --- you still take the same test as you would have before, it's the private provider's test, but the STATE controls the testing. One shot, pass/fail. No more taking the test over and over till you pass, then submitting it to the DMV!
Also if you have traffic school from 2012, YOU HAVE UNTIL JANUARY 31 2013 TO COMPLETE IT REGARDLESS!!!!
I just did mine for the BS Mystery Ticket I never received....and this was the new surprise waiting for me when I blew through the course in a couple of hours!
May want to make this another topic all it's own!
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The Japanese inspection system was a scheme to insure garages revenue, but the emissions component and final testing was all done at state-run facilities. You went through and it was pass-fail. The biggest thing most people there didn't realize was you could run your car through on your own! (Can't do that here...) and you were only out the testing fee (small potatoes compared to the garage-inspection price close to $1,000!) but you received a list of non-compliant things, went home, fixed them, and came back the next day to retest. Burned two days of your life...but saved $$$.
I watched these roadside tests being performed. It's like John C said: It's coming home to roost. People getting their cars through and then altering them afterwards are getting caught. All those things that people said they would never do.
There are ways to do this far more efficiently, but as Ray says, it's about raising revenues more than anything else at this point. Sure 'clean air' is the stated goal.... But the studies were done showing that it was simply cheaper to give everyone who fails a new car and you get cleaner air and lower overall costs! Perpetuation of Bureaucracy, big part of it.
Hey CA: Declare Bankruptcy, repudiate the EPA's fines and sanctions, and roll on with a sane system like BAR90. I digress...
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Norm the 12 second SU Dude (Yep, he's real) was running an S30 into the 12's on SUs...that takes a little more than 165HP. Strokers have put down around 220HP, sometimes more, on SU's, too. They can flow enough air and enough fuel to support more than that, but I am not sure how much more.
It is not possible for us to make an accurate estimate on your engine build. Not enough information given, nor is every engine built to the same specification going to put down the same power.
Norm's was a stroker, turning over 7,000 rpms, and the SU's WERE NOWHERE NEAR a set of 'Z-Therapy Rebuilds'! You use stock SU's you limit the power. You can get more, but using stock bore SU's limits unless you spin the hell out of it...and mixture control at idle won't be that great...
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Future Reference:
Pack the oil gallery with Lubriplate 630AA mush it in there but good.
Take a half-cut hacksaw blade and cut from the inside out towards the threads. You don't have to go all the way through, just get a good score in it. The Lubriplate will keep the fine shavings from getting into the oil passage...
Then make another cut 15-30 degrees away from the other (12:00 and 1 or 2:00) and cut similarly. Use a cape chisel or centerpunch to knock the 'wedge' you cut in towards the center of the pipe. This usually pulls the threads away from the walls so you can turn it out. If not, it collapses it, and then you can get in there and collapse more into the centre until you can turn it out.
You don't HAVE to cut the center score, but it makes a clean-break and peel-out scenario much easier.
Days late, dollars short. Sorry, I was drivin'!
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The gears will spin. It affects timing, not pump output pressure...save for the millisecond the pump slows while the spindle slows in relation to the gear rotational speed.
Seen the gear jump anywhere from 7 to 180 degrees on a dyno pull from force reversals on hard drop throttle under full power.
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Too bad I've already swung down to Houston... Going through St Louis the way I normally do would run me right by!
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Service manual describes process.
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I believe there were questions about the efficacy of such a manifold arrangement. Perhaps the skeptics can be directed to that site for edification...
Manifolds similarly configured available from a member here. See group buy forum.
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Don't worry, in Groundhog Day you knew he was there and altered your line to let him live another day, and you went back to the boarding house to drink scotch and watch Jeopardy until you got the rest of the day right as well!
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PM Sent.
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Drive it.
I'm going the opposite way on Wednesday,
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And where / on what you park!
Evaporation from the ground coats the undersides of bonnets and wings just as effectively as a run through a puddle.
I have seen (in SoCal Deserts no less!) bonnets which have perforated from the bottom to the top from years of sitting and undergoing this process.
These early cars have very poor anti-rust treatments, and thin metal compared to most domestic vehicles. As a result, they perforate easier.
In the same places, regardless where you are!
Center-panel perforation is usually prevalent in "coastal cars" -- that is, vehicles exposed o salt-air environment within a few km of the shore.
With the fog, precipitation, and general diurnal variation promoting condensation within panel areas exposed o moist air, the UK is a "Z-Killer"!
Inspect closely the areas you see o be troublesome elsewhere, and you will know if it's worth bothering with... You can always source a desert car from SoCal as a chassis donor, and RoRo it... 260 2+2's aren't plentiful here, but they are cheap enough o justify the expenditure compared to 400 hours of restoration work at current labor rates for good panelbeaters!
Good luck!
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VW TDI... Look here:
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There is no distinction. The position of the sensor is irrelevant if the linkage is properly designed.
"The lines are our friends, stay within the lines..."
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The population doesn't justify it. Port diesel emissions are mainly from Two-Stroke diesels. The conversion to CNG/LNG considerably cleans up the atmosphere.
I've seen that dramatically, having been in Downtown Bangkok in the 80's, and returning more recently. Their push to CNG has been VERY effective in cleaning the air from heavy vehicle pollutants.
The truckers brought that on themselves with rampant over fuelling, and no particulate traps.
Don't police yourself, someone else will, eventually.
My main objection was to the use of "two stroke" which no passenger diesel has used for a long time. It's a heavy truck and stationary powerplant. (Many ships) and many people incorrectly refer to ALL diesels as "two strokes"... They're not.
Btw, two-stroke automobiles under 1,000cc's are smog exempt. New option for newer Z owners looking to dodge those pesky smog inspections every two years!
George Barris what an A-HOLE
in Non Tech Board
Posted
Just eat more protein, no need to wipe, ever!
And if you train your cheeks right, the adductors will keep things separated with a normal walk...