proxlamus©

Here are some sample pics of a stock T3 that went for about $525 on eBay. I previously sold a stock T3 a few weeks earlier and it sold for $80.. but it was dirty and oily. Cleanliness!!! Oh and of course a very accurate LONG description.. more info the better. just make sure you get the info straight *Time* It is important to list the auction so it ends on PAYDAY! The average American works a 8a-5p job and get paid on friday... some once a week, some once every two weeks.. so they come home around 6pm-ish and browse eBay to spend their money... try to find a good time to match with MST/EST etc etc. Give them time to come home... grab a snack.. get comfy.. browse emails and the news websites.. then ebay. =) Notice I even painted the metal downpipe flange w a high temp ceramic spray paint and even the bolts?! it just looks clean =)

i wonder how my manifold would perform... hmm

looks good.. but the roll bar looks very unsafe..

I bought a Carbon Fiber spoiler from Paulo.. shipping was about 3 weeks.. great part.. amazing fit. Im very happy

fifth gear only replicated it.. using a Kia or something and speeding up the footage and matching it up to the same audio. I believe the video is real though.. seriously

Ted I did a search in the MegaManual and havent had alot of luck finding anything with temperature tuning other then "Speed density alpha N tuning" which uses throttle and temp and rpm based tuning. Maybe you can point me in the right direction?!

I went through all the menu options in Megasquirt and the only thing I can find relating to Intake Air temp and Coolant temp is adjusting the ignition =( I can only think of warmup enrichment, but I am at normal operating temp... so regarding the temperature adjustments.. I dont even think Megasquirt can control this?! Ted where would you recommend moving the IAT sensor?! Mine is on the charge pipe right before the throttle body (behind the radiator as you mentioned)

Hey guys.. ive been going crazy trying to tune my car for a perfect 12.5 AFR over 100kpa... I am having issues with 4th and 5th gear pulls being about 10.8-12.3 AFR depending on the temperature... and in 2nd and 3rd gear pulls the AFR's are 12.8-13.8 AFR and it's driving me INSANE! I can only assume 2nd and 3rd gear have the greatest load so it leans out a bit.. If i adjust the values so 2nd and 3rd gear are around 12.5 AFR then 4th and 5th gear are in the 10:1's.. really really rich. any ideas?! This is only under BOOST by the way I am presently running 16psi

awesome work Brian! now paint that engine bay!

me likey! did you build the turbo header or is that an old greddy type header?

haha that made me laugh. remember to mount that PCV tube on the downpipe at a 45 degree angle =)

gotcha covered. sending you out a '78 ECU !

http://www.velocity-of-sound.com click on Intake Calculator and play around with different lengths and diameters.. it will change your peak RPM rather dramatically =)

I have been browsing eBay the past few weeks and Mercedes V8's are stupid cheap.. like under $2,000 for a 275-350hp V8. (not AMG tuned) *E420 engine specifically* Other engines can go up to $5,000 but thats around the price range of a newer LS motor.. what's wrong w them again?! they sound AMAZING

my valve cover is open I think my valve cover gasket is bad or something.. when I hook up the valve cover to the manifold during decel and high vacuum there is a terrible whistling sound.. it works now so I am leaving it alone lol

oh yeh.. dont confuse "swirl polished" valves... and variable or swirl intakes

the swirl effect in intake systems is designed to better atomize the air/fuel for a more efficient burn and prevent detonation. alot of the V8 guys have "swirl valves" which allow the air to swirl into the cylinder for better atomization. nameless examples of engines could use the swirl valve, or a variable intake design where the end of the runner creates a swirl before it hits the valve.

Paper is the best gasket to use honestly.. consider a head gasket as a FUSE.. too much cylinder pressure or detonation and POP the air is expelled and no damage other then a few hours of work and $$. Metal won't pop.. they are pretty much permanent.. so if you detonate.. your pistons or valves or rods feel the damage. But if your running really high cylinder pressures with alot of boost safely and the paper head gasket is designed to blow at lower pressures then a metal one may be necessary.

damn Holset turbo's dont have any bolts to attach a heat shield.. not cool!

I havent taken a thermo class unfortunately.. so I may have to look into that more.. All i do know is the Total Pressure at the inlet is 14.7 psi while the Total Temp (F*) is 59* on a standard day on the JT8D. By the 13th stage the total pressure is 233 psi as the total temp climbs to 800* F. i dont know why staged compressor blades would . It seems that staged compressor blades would INCREASE efficiency and not reduce the efficiency?! Obviously HEAT is the energy.. and building the pressure and heat up more and more would increase the heat output therefore producing more thrust?! anyway... NO on the VG's in the intake tract

I have talked to my aerodynamics and aircraft performance teachers in great lengths discussing the idea of vortex generators on the inlets of turbo jet engines.. the universal answer is = NO In a reciprocating engine you want as much velocity as you can get.. while a turbo jet engine you want as much pressure as you can get... (in the inlet) For example.. turbo jet engines such as the CF6-6 engine in the DC-10-10 have 16 stages of compressor blades.. the more pressure on compressor section one.. the more the total output is after the 16th stage into the combustion chamber.. As for an reciprocating engine.. you want a great velocity down the intake stream to fill the cylinder up with air as quickly as you can. This can be done by creating a high velocity intake stream to slam into the intake valve while its closed and build pressure while in addition allowing fast flowing air into the cylinder. As the air fills into the cylinder, the area from the intake runner and cylinder head to the cylinder greater expands.. slowing the airflow and building pressure. The other idea for providing power in a reciprocating engine is creating loads of pressure (turbo/supercharger) and the high pressure air will flow quickly into the cylinder as the intake valve opens. (high pressure always always flows to low pressure). Obviously you need high velocity air when the turbo is not producing boost for off boost performance. IF a reciprocating engine was always under pressure obviously this would be the best setup. This obviously isn't the case in any engine I know of. Adding vortex generators simply extends or thickens the boundary layer.. which lowers the overall diameter of the pipe/plenum. This will increase the velocity and decrease the pressure (bernoulli). The problem with adding vortex generators to stop the "tornado" would increase and decrease pressure in odd locations in the plenum. This would also redirect the fast moving airstream. Now your looking at a low pressure chamber with lots of swirling fast moving air without a direction... I dont know if I can write *my understanding* down in words.. but let me know if i'm off a bit.

why didnt you throw in the new cam again?! i just now remembered.. i need to send you a new MAP with my cam lol

im half way through gathering parts for a z32 tranny.. and crap its adding up lol. im surprised its holding up Phil!

umm.. what tranny ya running Phil?!

I should probably post a FIX to this problem from my experience.. I simply added an inline PCV valve and this fixed the problem!! I added a vacuum tee from the brake booster line.. and added the inline PCV. block vent tube > hose > PCV valve > hose > vacuum tee to intake manifold! I ran the setup OPEN for one day to see what happened and the smoke poured out! I hooked the valve back up and NO smoke! I never need to refill my oil now! whoo!