Tony D

As Ron said when Frank asked "So which one here in the catalog should I choose?" "Oh, we have many other grinds, you want one bigger than those..." Basically the catalog is for someone looking for a 'formula' engine, where someone else bought it and generally they know what they think they want for a camshaft. When an engineer discusses a project with someone, and then runs a program that takes in bore, stroke, intended rpm, port flow from the head porter....well, you might get a 1 or 2 degree shift in timing of the cam... Couple of degrees makes a BIG difference in how the torque band is evidenced from the engine. Can make the difference of 1500-2000 more rpms in the torque band. Custom for the cost of off the rack. Seems like a no-brainer to me!

this blog stuff apparently is something which takes time...

"Have you seen my weiner?"

Oh, I see you have seen my Avatar on Yahoo... My kid wonders where I picked that one up at!

Someone actually said beat down a retard(sic)? (And this was AFTER the edit?) What is this, 'Something about Mary'? "We let Mongo out of his cage once and a while..." Or is it Borat? "And then one day, my little brother gets this!"

Had the Earls SS unit on three of my cars for a combined total lifetime of 60 years and they haven't shown any signs of aging like the stock rubber hose did in 5 here in Ozonia...

Argh... Heat the area around the current fitting with a torch (propane or MAPP Gas if you please!) This will loosen the 'white sealant' to the point where you can unscrew the elbow. Tap for appropriate MS/ISO Straight or NPT size, and attach appropriate A/N Elbow.

To say I would kill for one of the properly calibrated turbo pumps, the manifolds and turbo would not be an overstatement of the facts in this case...

Scavenger. Vulture. Exploiter! Companion in arms... exploiting the misfortune of others to one's own selfish gain!... You sure you're not part Dutch?

The SCTA would let Schumacher race against me... (and then, wouldn't I be racing Schumacher?) FIA is a bit stuck-up in that regard. It's why everybody loves Rocky Balboa. Because never in a million years would it ever really be allowed to happen that way in the real world.

Like I said originally, there isn't ONE carburetted Ferrari Owner I have known that WOULDN'T pop the hood immediately upon stopping in anticipation of the crowd of onlookers coming up to ogle the car (and subsequently, the engine.) I lied but he lied to me, so that makes me less culpable because I lied to be honorable and defend a liar. Yeah, that load of pathetic excuses floats with me, just like methane-filled shite floats in the bowl before I flush it. Smells about the same as well... I wonder if it was my realization and posting here that I know the car and have seen it (and then described what was under the hood) that forced his attack of save-my-own-assisim?

Mcluggage used to complain that when racing her Mini, when the fuel sloshed in the tank it upset the balance of the car in a turn. During the same time period, FIA was in the process of banning Porsche's 917 from competition because they didn't like them finishing 1-10 at LeMans another consecutive year... Much as I like a Mini, this guy needs to get better consultants, EPIC FAIL.

? on the VE. The European LD Turbos use a .48 A/R exhaust housing. Some on the forums have poo poohed their existence, but they do exist. Just kind of rare now...

My GAWD Randy, I was JUST told 'a bleeder system will still be better' than a shaft sensor system maintaining tip speed of the turbo at optimum for best boost characteristics and modulation. Imagine that, someone independently posting trade data about current developments in turbocharger technology from the OEM's and how aftermarket places are now making offerings that allow adjustment in a better range? Some guys here need to realize I did service at Garrett R&D, and was in there quarterly where I got to see all sorts of stuff that is just now (5 years later) showing up on OEM applications. But hey, I'm sure a bleeder system controlled by a MS will work loads better than shaft speed control via VNT. Because it's an 'idea' man, because it's an 'idea'!

Opinions are great, even when they are wrong. They become a problem when people refuse to acknowledge any logical and informed dissent trying to show how physical devices work. You will change the laws of physics, don't be upset that I presented physical facts to question your proffered idea, or to explain why an alternate approach would offer something better in terms of the original post. As we are apologizing, sorry for assuming informed dissent and debate towards the end of educating someone and combating ignorance was seen as offensive or combative. Remember: In the physical world, there is right and wrong. You can't break the rules. All I ever asked you for was the mechanisim by which your 'idea' would overcome the obstacles I showed you would exist. When you 'do eventually try it' by all means give feedback. But remember that as someone who has tried wastegate only systems, and found them lacking (as have many OEMS and most racing teams now...) I choose to look forward in technology (which as I said may actually be looking back 30 years to the 80's!) and that is what this site is about. Looking forward to new ways of doing things, not simply rehashing the turbogroup fueler concept without the variable fuel delivery control loop (look it up!)

From what I've been told by Dutch Persons, "Orange always means good..."

FWIW, our clubmember in Santa Monica has a four poster, and with the 260Z he has, when on the lift fully up (meaning I can walk under it so underneath the beams is likely 6' 3" or slightly more) says the roof is 11' 6" high (bone stock suspension and wheels.) I figure with my containers being 9'6" tall that gives me enough clearance next to the container with a four poster if I have a 2:1 roof pitch. In the center of the span, the dually should go up just fine. But for now, leveling and sub-base...then concrete. Last container goes in and the roof will get ordered. The fourposter will happen in there sooner or later...

I saw that, but restrained comment...

Now that you mention it ray, the two-barrel Nissan EFI T/B has a similar setup, as does the Mazda one I mentioned earlier-both a kidney-beam shaped cam, and a linkage with more geometry to slow the initial opening and then accelerate opening past a point of linkage travel. I just found this in one of the posts mentioned earlier in the thread: randy 77zt Member Group: Members Posts: 1215 Joined: 08-August 00 Location:modesto ca Posted 2 days ago on some of the newer cummins diesel engines the turbo has shaft speed sensors.i would assume this is used as an input to the engine ecm.the engine ecm would use this to compute the output for the vgt adjustor servo on the turbo.engine has no waste gate-the vgt just lets some of the exhaust gas by on the turbine side.some of the newer after markit efi systems can use turbine speed and control a vgt Gee, who suggested this control scenario. Why is Cummins going away from a wastegate and using a turbine shaft speed indicator?

Big Paper Free Pump Calculator for Gerotor Pump Link

Did you check the link in my last post? Same car. I know that car. I knew something was fishy. I now totally understand the 'I saw the stampings'---but damn too ignorant to discern an inline SOHC with triple carbs From a 250 GTO Engine? Bit much of a stretch for me to believe... I meant is this guy really that f-ing stupid that he can't tell the difference in stack configuration? "Straight Up Twins, 6 Each, Ferarri. Horizontal Singles, 6 Each, Datsun" I mean how f-ing stupid do you have to be to miss that?

Killer Price. I thought this was the other post... Someone Else with a New Lift It must be "Lift Installation Season"!

One of the primary advantages of a overboard controlled flow dump is that a situation like is occurring on Big Phil's GT35R could be tuned around. A MIDRANGE RPM surge situation would be eliminated and the car could launch at a HIGHER boost pressure due to not coming to a minimum-flow situation at midrange rpms. The overboard modulation will solve 'improperly applied' oversized turbocharger issues with these very aggravating midrange (not racing speed) surge issues. Like I previously posted, the implementation of a two-phase control of the turbo would allow running the smallest turbine wheel coupled to the largest compressor it could turn (on the ragged edge of slip ratios) and have extrordinary low-speed boost response (full boost off-idle) while allowing for much higher horsepower levels at the upper range of the engine's RPM range. It makes a turbocharger effectively a supercharger in response, still with the advantage of 'being able to be shut off' during cruise for economy. I have run a system that would deliver 17psi at 1700 rpms (actually the natural surge point was 21psi...and it would reach that by 2000rpms!) and it's not your typical turbo non-linear power delivery setup. The disadvantage was the compressor was small (hence the relatively low natural surge point) if this proposed system was available then, I could have upsized the compressor accordingly, and made considerably more horsepower under the curve---and a BIG curve it was, running from 1700 to 5500. That would have been extendable to 7000 rpms easily, and probably 25psi of boost at 1700 rpms. It simply was not possible with wastegate only-control, as had I installed a larger compressor then, I would have run into EXACTLY the same midrange surge that Big Phil has on his car. Turbo fine for high end power, but way too much compressor for down low. What you are missing col, is that my proposed system allows MIDRANGE boost at much greater levels than a simple wastegate-only control scenario. Speed doesn't come from lowering the boost at partial throttle, it comes from sticky tires, grip, and maintaining that higher boost level through the midrange. This system is engineered for midrange performance, the wastegate will only ever work at racing speeds, and then only be crudely, partially effective.

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