olie05

double post

I've got one:

Yes. You probably have a vb921 coil driver in your v3 board (q16). if not install one and hook up pin 36 of the db37 cable to the negative side of your coil. You will have direct coil control, which is what I'm running.

Check for spark. Really sounds like you have very little spark energy. (obviously not enough to ignite the slightly off mixture.) Are you getting an rpm reading in your tachometer?

http://www.r31house.co.jp/r31/vivi215.htm

braap, whats going on with the sudden obsession with tank engines... ...got something in the works???

raami, how does that connect to the block and the mains? are the bolt surfaces on the same plane?

The bag flying by the camera is very dramatic! I love twice pipes, but I like how quiet my car is for a daily driver.

That z is chopped!!!

Seems like it would cost the same to have the space made from a piece of aluminum than to mill down the factory tb.

In defense of lower powered cars at high speeds: [quote name=Nick Adams' date=' Vehicle Development Manager for the Fed. Elise On Limited Slip Differential] The Elise was always designed from the outset to work without an LSD. We have recently started to offer an LSD as an option on the Toyota engined cars, primarily in response to market demand from the Autocross enthusists in the USA, who need one to be competitive when accelerating away at full throttle from very slow, tight corners in first or second gear. In this type of competition they do not tend to run high speed (100mph +) corners and therefore the increase in understeer on this type of corner which you get with an LSD is of little negative consequence to them and they therefore are better off with an LSD. In our experience an Elise or Exige equipped with an LSD is at a disadvantage to one without an LSD on a typical European race track. On top of that the LSD bluntens the steering feel and repsonse of the car which we don't like. If you want an LSD then by all means fit one, but please understand that there are negative as well as positive effects. In the instance you describe, instead of spinning the inside wheel as you accelerate away at full throttle (which can be easily fixed by modulating the throttle! Very Happy ) a car with a 2:1 LSD like the obne we supply will provide twice the torque to the outside wheel as it does to the inside one. This will increase the slip angle of the outside wheel and the car will tend to oversteer heavily on corner exit, requiring a reduction in throttle if you are not to spin.... It isn't much quicker, honest. The optional diff we supply is a Torsen unit, the aftermarket unit supplied by Motorsport is a plate diff, with a similar 2:1 bias and no preload so in terms of action it mimics the Torsen closely. I know this only applies to light, low powered cars, at higher speeds, but there is something to be taken from this excerpt. non-open type differentials do tend to bring the car back to a straight line under full traction in the middle of a corner. With the rear suspension designed NOT to lift the inside wheel (soft or no rear sway bar) in theory good traction can be had, and a limited slip type differential is not necessary. Of course, in practice, and in the world of high powered zcars, everything is opposite

wow. that will definitely be the sexiest itb setup on an l6.

I'm not concerned with the mirrors getting damaged. Its quite a task to get that passenger's mirror oriented properly with only one person, and it gets pretty annoying to do all the time. on the other hand, its annoying to be driving down the road and expect your mirror to be aimed correctly, only to find that it's pointing at the concrete.

I park my car in a huge parking lot everyday I go to school. This parking lot is full of people walking through the cars carelessly. Apparently too carelessly because my mirrors are moved around every time I get back into my car. I have vitaloni mirrors, so you adjust them by moving the whole case around. I have tried looking for spots with more room with no luck. I need some ideas.

It rides so high! Thats stock, or higher ride height on a 280z. I wonder if thats what makes him go fast, keeping all the geometry (dynamic camber gain) correct?

I would imagine you would want the radiator leaned the other way, that way you could exit out of the hood, for downforce.

If I am reading this right, and looking at the picture correctly, your statement implies that changing the camber on a z affects the strut to tire clearance, which is not true on an s30.

I just had to look this one up to make sure I wasn't crazy so, from that definition you would really not benefit much more over just driving the car with constant throttle position (assuming flat ground), unless you actually shut down the engine during the glide period. This is how the supermileage (SAE student competition) people are getting higher than 1000mpg, but they SHUT DOWN the engine, until they have to pulse again. And the pulse typically occurs at full throttle, where that little briggs is most efficient. Also, on the topic of the acetone sounds kinda fishy, but I'm willing to put a few ounces in my tank next time I fill up just to see if its a hoax.

please educate, what is a 71c gearbox, and do I need one on my car? edit... aha "fs5w71c" Right?

I'm going to agree that in those pictures it doesn't look to great, but i've seen cars like that in person (as i'm sure many of you have), and in my opinion they are much more impressive in real life. (example, s13s and z31s with really stretched look tires on 15" wheels.)

another shameless plug for megasquirt... for the same amount of headache in wiring you could have a full standalone AND get rid of the AFM.

Mostly tuned it myself. I borrowed from a few others on this forum running similar setups, such as Ed (nismo280zed) to get it running and went from there. I posted my megasquirt map on the map sharing section of the forums if you want to go take a look.

wow that makes alot more sense now. I thought -28mm offset was a typo, until I saw this pic. Looks just like the wheel they had been making in the 90's, I think they called them Maglites?

You are describing almost exactly the setup I had before I went megasquirt. Basically I have: flat top pistons in N42 block, N42 head STOCK intake 60mm throttle 2.5 inch mandrel exhaust w/ msa header 272/282 .460 cam. I had problems running full timing and not pinging slightly under heavy throttle on 93 octane. But that was with the stock computer, and about 30ish (or more) degrees btdc at full throttle. When I went standalone, i tuned everything to suit my compression and cam combination. It works like a dream with 93 octane. BTW I have never run anything other than 93 on the current engine build.