TheNeedForZ

profiling...yes. Most traffic police know what type of cars are usually modded : Civic, STi, 240SX, etc.

The title of the video should be "tits + wheels = trouble" It just came to me.

bump....in the head. drunk people are just funny.

big-phil, Looks like one smart way to ensure safe running of the L engine. Does the setup work?

Olderthanme, Why'd you put stink lines around the rear tire ?

Great videos, thanks for posting. I love Google videos, they let you download videos you like, unlike streetfire, which is also infested with jackasses and wannabes.

It's part of that 77-enjoyable-minutes long "Skyline story." Search for "skyline story" in the forum and you can download the good stuff.

You'll understand why it is funny and why it is R rated after you watch it. http://videos.streetfire.net/video/82CB29BB-CDD0-4B88-B311-37D1A3ADC45B.htm

b_sosick used to have a Scarab bodykit ZX. It's one of the more radical ZX bodykit out there.

Metal HG is meant to be used repeatedly.

Choose a flexible compression ratio(as in not on the edge), then play with timing in different situations(summer, winter, humidity and altitude change etc) Timing can be changed easily, CR cannot. If CR is pushed to the edge, then you will be forced to use more retard when it knocks. More ignition retard = less torque.

street legal? Street Legal?? STREET LEGAL?!?!?! well I bet no one dares to tailgate his car.

Hey thanks for the pics. Are you marketing something like "The BRAAP Experience" of sorts?

Yeah, I know three people that have headaches watching this thread : You, Mtcookson, and me

Small seams are ok, the chamber does not need a 100% air-tight seal. The conventional engine has 3 rings, each has its own gap and we never complained. Out of round ring situation like on the round MYT piston is a no-no however. I came up with a clip than can seal the "flat" of D piston. With such design, the more centrifugal force there is, the tighter the seal becomes. It's hard to describe and I am not good at drawing pictures. I don't think it's worthwhile to draw it either. True, there will be sealing issues with MYT because there are too many seams between components that form the chambers, regardless of what piston shape. The more one digs into this engine design, the more problem one can find.

Is it Italian?

Yes, the D piston is attached to the rotor IN THE SAME WAY AS THE ROUND PISTON. There are seams between two rotors, seams between rotors and the chamber, seams between piston and rotor and seams between piston and chamber NO MATTER WHAT THE PISTON SHAPE IS. But with the D piston, there is no problem with rings lifting off the chamber wall due to centrifugal force. You understood the ring problem I was talking about? The "flat part" of the D piston is not exactly flat either, the "flat"(rotor side of piston) is a curved surface that matches the rotors. Machining and honing a single curve like that is much much easier than making a compound curve like on the rotor side of a round piston. The problem with the round piston is ring lift due to centrifugal force.

The shape of D piston won't make the chamber hard to seal. If the engine has sealing problem, it's the inherent problem of MYT, not because the piston is round or not. In fact a D piston with half circle piston rings seals better than a round piston with near-full-circle rings. A round cylinder is easier to seal in a reciprocal engine, but not in MYT. In MYT the piston rings are subjected to centrifugal forces. Imagine the ring like a "C". When the ring rotates with the piston, the opening of "C" which is on the right side, is pushed toward the left side due to centrifugal force and that causes the opening side of the ring to curl slightly inwards toward its own center. The chamber thus fails to seal when this happens since both two piston rings are subjected to the same problem. If the chamber is a "D" then the half circle rings(still look like a "C" but only 180 degrees) will not curl due to centrifugal force since it is only half a circle.

I thought VG pistons start at 87mm? With VG30E(I know it's not vg30dett) you get 21mm pin size and 1cc of dish, dunno about ET tho. If boring & honing out six rods cost as much as getting VG30E pistons then they are about the same cost-wise. Just throwing it out there in case you have second thoughts.

Can you explain please? How many sort of variety is there?

Just finished watching "war of the worlds" for the second time. First thing I saw after logging on is this thread. Talk about sense of timing.

0 to 60 in 3.6 secs....he's probably looking at water temp sensor or something...

That's probably just a figure of speech that was taken literally.

Hey you have 888 posts. The flat plane crank does not create overlapping exhaust pulses, the regular cross plane crank does. You know I;ve never seen a pic of it on the net but I knew about it in one Vizard's book called "how to build and modify chevrolet small-block v8 pistons, rods & crankshafts", it talks abit about flat cranks. This is how a single plane v8 crank looks like ||___ ...___|| ||___ ........|| This is how a four cylinder crank looks like ||___ ...___|| ...___ ...___|| || "||" are rod journals. The v8 is arranged left,right,left,right while the I4 is arranged left,right,right,left. You can get custom make single plane crank for domestic V8 but I never looked into it so I don't know who can make them or how much.

Their problem is that they have low funds. So every modification they do are retrofitted to their old demo engnie. They have no money to build a new one from the ground up. So you see they build their solution in and around the old engine. Why will D shaped pistons be better : if you make a coin stand on a table, the available contact between the table and coin is only a small spot. If you cut the coin into two halves and let half a coin stand on table with fat side down, the contact spot between the table and coin increased many times. If the piston is shaped like a "D" then there is a lot of material at the base to attach to the rotor. To make up for the displacement, make a bigger "D"(radius of "D" is 1.414 times that of "O"). Sure the engine will be longer, but the diameter will be smaller. Benefit of small size only applies if the engine can run, if the engine can't run, there is no benefit no matter how small it appears on the drawing board. There is no special reason why they make the pistons/chamber round, they are round only because of ease of making parts. I do believe with a "D" chamber the combustion will be more efficient since flame has lesser distance to travel and we are talking about pistons with equal area, no displacement loss.