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proxlamus©
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Posts posted by proxlamus©
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I see one problem..
Where will the exhaust go?! You might want to notch the cross member to allow the exhaust to be tucked up and prevent scraping!!
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ZNeder.. did you "spot" weld all those welds to give it a stacked, TIG weld appearance?!
BTW - cool Suzuki GSXR throttle body manifold ya have on the workbench. Any pics?!
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John beat me to it.
More weight.. more parts and greater complexity.. which means more parts to fail or something to go wrong.
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I will prob get some bad responses about this one..
but i've noticed on turbocharged cars.. especially with a larger turbo and a high RPM turbo "threshold" or "lag" ( i dont want to hear it Tony ) .. that while applying adequate pressure with your left foot on the brakes, and moderate pressure with your right foot on the throttle will keep the engine under load and almost instantaneous boost when you let off the brakes.
I know this builds up the heat quite a bit in the brakes.. but the smooth transition from braking to full boost prevents the car from going into a wild oversteer situation...when compared to applying full throttle then a sudden surge of boost and oversteer.
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Gabe I can't remember..
do you have a stock head and cam with minor port work to match the intake runners?!
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4908 is easy because A&B don't make sense when using Alt Static (but C is possible).
4930 is easy because the vertical speed will not show a climb, only a TEMPORARY climb.
I agree!! I have no problems answering the questions the way they are.. but after reading the description.. I was really thrown off by the reasoning behind the answer
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Let me state the question that has been bothering me.. and it looks like some of you guys as well lol
4908. If, while in level flight, it becomes necessary to use an alternate source of static pressure vented inside the airplane, which of the following should the pilot expect?!A: The altimeter and airspeed indicator become inoperative
B: The gyroscopic instruments to become inoperative
C: The vertical speed to momentarily show a climb << answer
4930. If while in level flight, it becomes necessary to use an alternate source of static pressure vented inside the airplane, which of the following variations in instrument indications should the pilot expect?A: The vertical speed to momentarily show a descent.
B: The altimeter to read higher then normal << answer
C: The vertical speed to show a climb.
The description of the answer from the FAA says the following :
If the alternate static source is vented inside the airplane, where static pressure is usually lower then outside static pressure, selection of the alternate source may result in the following instrument indications:1. The altimeter reads higher then normal
2. Indicated airspeed greater then normal, and
3. The vertical-velocity indicator momentarily shows a climb.
(H859, H931) - FAA-H-8083-15, Chapter 11; FAA-H8083-21
(H931, H758) - FAA-H-8083-25, Chapter 3; FAA-H-8083-21, Chapter 12
Jeesh a lot of typing. SO anyway.. thats where i'm getting my confusion. Hell.. look at the two different answers on the questions that are virtually identical!
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I wonder how much it costs.. or how much it will run me for a few days rental!! Seems like something I can do in my garage!!
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Rolling parts your correct why I've been scratching my head.. it just seems backwards.
The FAA needs to specify their explanation a bit more
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This is random..
but check out the video I found on youtube with dry ice blasting on a 240z!!
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that might make sense!!
Im assuming now that the normal static pressure ports and altimeter/VSI have an instrument correction to compensate for the low pressure flowing around the aircraft.. to give you the stationary atmospheric pressure around the aircraft.
ah ha
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Apparently I've had a three day brain fart.. and I cant seem to wrap my head around this...
I've checked numerous different books and reference articles...
Generally, on non-pressurized aircraft, the alternate static source is in the cabin. When used, this source introduces some error in the instruments because the cabin air pressure is lower than outside air pressure due to airflow over the cabin. Airspeeds and altitudes read higher than normal. The vertical airspeed indicator shows a momentary climb as the alternate static source is opened, followed by stabilization and normal readings thereafter.Now I must really really really not be thinking clearly.. but I thought that high velocity, fast flowing air around the fuselage was LOW pressure.. due to Bernoulli's Principle..
the fairly stationary, stagnant air inside the cockpit was HIGH pressure..
Example.. when driving in a car at a fairly high speed, cracking the window open would cause the "high" pressure air inside the cockpit to "blow" out or get "sucked" out to the high velocity, low pressure air outside the car. You can normally feel the air vents displacing more air since the low pressure outside is "sucking" out the high pressure air in the cockpit.
*here is an article that backs up my statement.. http://www.physlink.com/education/askexperts/ae522.cfm *
Someone help me get my head on straight.. even the FAA instrument written exam has this question.
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I have a set for my 280z...
i havent put them on yet.. but they look like the right part!
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I'm going crazy...
Can someone explain to me the major differences from gold and silver?!
It was my understanding that gold is the best heat reflector followed by silver... but accoring to the specs listed on HPR racings website.. it seems like Silver Foil has better properties?!
So why would NASA, Formula 1 and the McLaren F1 use gold?! I know Silver is nearly twice as heavy as Gold.. but.. what else could it be??!!!
Reflective Film - GoldThis gold reflective film reflects up to 750°F of radient heat and has a heat soak/continuous operating temperature of 450°F. This film will break down at 850°F of continuous radiant heat. There is up to 70°F gradient temperature drop across the 6 mil thick film during normal operating temperatures.
The film weighs about 5 ounces per square yard.
http://www.hrpworld.com/index.cfm?tpc=Reflective_Film_-_Gold&form_prod_id=66,7_3153&action=product
Reflective Film - SilverThis silver reflective film reflects at least 95% of the radiant energy. This film provides radiant heat protection up to 1050°F and higher for short durations. There is at least a 250°F gradient temperature drop across the 10 mil thick film during normal operating temperatures.
The film weighs about 9 ounces per square yard.
http://www.hrpworld.com/index.cfm?tpc=Reflective_Film_-_Silver&form_prod_id=66,7_3152&action=product
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HUGE difference Gabe!!
I love the new video!!
LoL sorry i wasn't trying to be rude.. just giving ya a hard time
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um.. cool head..
but seriously guys?! Just buy a damn RB or 2JZ for the money.
Your talking about putting a DOHC cam on a nearly 40 year old engine design.. its not going to make that much of a difference
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Dear Lord.. please stop playing music over car videos..
how the hell am I supposed to hear the beautiful noise the RB makes?! hmm? hmm?
Awesome runs JT!
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Celica ***
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Phil it depends on how bad your vacuum leak is.. but that might explain why the AFR's havent changed..
larger diameter runners and a higher plenum volume at high boost levels should change the AFR. a vacuum leak seems like it could be counter-intuitive
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I've got a solid '73, barely noticed by the rust demons, but it's frame rails have led a rough life, they're all dinged up. So, to pretty 'em up and add some anti-flex, I've got Hard Dog rail caps going on.
To continue the theme, I had some engine compartment frame rail caps made up too, out of 14ga. steel. It took me four metal fabrication shops until I found one that could pull it off, duplicating my cardboard templates and fully covering all three sides of the rail. The other shops could only do two full sides and cover only about half of the third side.
Everything's been coated with 3M's weldable primer, and after it's all on I'll pour in some...POR-15?? where I can and give it a twirl, since this project's on a rotisserie. Could be a real mess to clean up though!
Steve
Do you mean Bad Dog rails?
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Yummy. now thats a front spoiler in the 80's
I feel that if FWD cars had symmetrical length front axles with a longitudinal engine setup.. or a very well designed front trans axle and a transverse mounted engine.. this would eliminate the wicked torque steer virtually any FWD car has under heavy acceleration and would make life much easier =)
I would be interested in seeing if a Subaru WRX STi with the rear driveshaft disconnected versus a STi with a front drive shaft disconnected... ohh how i ponder
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Im still looking into buying one..
but I can't find a dang '78 pulley!!
I have one but its chipped =(
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thanks for the pic!
that is by far the coolest thing i've ever seen. wow
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dang.. pics exceeded the bandwidth
Subaru WRX STi R180 Side Axles
in Vendor's Forum
Posted
Wow!! Thats fantastic news!! I just finished my Z32 transmission swap last year or so and had a custom driveshaft made, I was worried I would have to have it modified "again". Good to know I can just swap the input shaft flange!!!