Jellybean

I remeber now, you said that awhile back about subframes for the TRD3000GT's,so I take it is the Wheel offset impacting the handling, didnt think that would be an issue but every days a school day. Would a Supra normal offset and Spacers work better then? So all I can do is get correct Tyre pressure and would the Strut Bars help?

Hi Chris Suspension -- TRD Bilstein Shocks, Springs -- TRD up-Rated Anti-roll bars Wheels -- 19 Front 245/ Rear 275 Tyres -- Eagle F1 Profile 35 I am sure you read my findings with my Current setup experimenting with tyre Pressures I would like the car to feel more planted in corners, for me she rolls abit too much and considering your expertise in Suspension setup what would you recommend as I am sure alot of members here have similar setup What approach should we take to tune this type of setup or is it a lost cause until I reduce rim Size For Example Install more Equipment or adjust current settings Get Strut Brace? Do luck Cross member Bar Adjust Camber, Toe in/out

On 16 inch Rims my bumper will last all of 3 meters on Irish roads

I think in around 32/33 might be the correct choice, I will try Front *36* Rear *34* and if its crap will try 32/32 and 33/33 Hopefully should get a happy medium

The top Three TV's you should only choose Panasonic PZ800 Pioneer PDP-LX5090 Pioneer KRP-500 I choose the PDP-LX5090 due to price,Black levels,looks and connectivity Basically look at these 3 and choose based on what you need but for me Pioneer has the best picture, found myself glaring at it for 10 mins without realising No Real Diff between the PDP-LX5090 + KRP-500 just KRP-500 is slimmer with an external medai box for input connections (Good if you plan on mounting to a wall)

I Run 235-35 19 up Front 275-35 19 Rear I tried these Tyre pressures for a min of 3-4 weeks Front 30 -- Rear 28 OutCome -- Found car didnt handle too good,she didnt feel planted in the corners. She had loads of grip but I ran this during the Summer. Summary -- She felt stable when going fast, but wasnt planted through corners especially via roundabout changing Direction quickly similar to a chicane Front 32 -- Rear 30 OutCome -- Found car didnt handle too good,she didnt fell planted in the corners. She seemed to lack grip when on boost especially during the winter (Damp conditions) Summary -- She felt stable when going fast, but wasnt planted through corners especially via roundabout changing Direction quickly similar to a chicane. She did soak up bumps better Front 34 Rear 32 OutCome -- Found car handles better,soaks up bumps better, more responsive to steering input and feels more planted in the corners but not still happy. She has lack grip when on boost especially during the winter But it is a noticeable percentage better than before. Summary -- She doesnt feel as stable when going fast, but better planted through cornors especially via roundabout changing Direction quickly similar to a chicane I will try Front 36 Rear 34 next and after Front 36 Rear 36

Dream Car - Any Ferrari Everyday car(In Ireland) - Fiat 500 Abarth http://www.drivesouth.co.nz/files/slideshow/Fiat-500_Abarth_2009_Medium.JPG Family Car - Audi RS6 Avant http://www.autotrader.co.uk/EDITORIAL/editorial_images/non_imported/audi_rs6.jpg Track car - Ferrari 360 Stradale http://rarespeed.com/pictures/82134.jpg Convertible - Ferrari F430 Wild card - Knight Rider

So if I understand correctly, The waste gate vents excess boost and the boost controller tells the manifold pressure feed: X Bar is excess pressure anything above X Bar send to waste gate otherwise feed it via the turbo

How does the boost controller raise it above wastegate Spring rate pressure Will the wastegate not just keep on opening if you try to exceed the mechanical min pressure preventing you increasing the boost?

Waste Gate Spring -- My Understanding The Spring Keeps the waste gate closed due to X amount of tension in the Spring So if you have a Spring Rated @ 1 Bar, When the pressure builds beyond 1 bar this over comes the Springs tension and opens the waste gate to relief the excess pressure and this regulates the Pressure to 1 Bar Questions Add a Boost Controller into the equation -- You can use this to increase the Boost but if you Wastegate Spring Rate is @ 1BAR can you increase the boost beyond 1 BAR? This is my understanding How does it work will it not just keep venting until the volume of pressure vented superseeds the capacity of what the Wastegate can vent therefore when this happens you get you increased boost, Basically because the Wastegate cannot vent the pressure quick enough you get an increase in boost

For been a smart arse, you sure went to alot of trouble

He's raggin on Toyota, get him Boyz

Does anybody know if there is a website to the "Twin Turbos" or what tv Program it is off

That sounds about right Volk GTC's arent cheap trust me I know

Was looking at Orange County Choppers on Discovery Channel Last nite and Mickey had one, he has same issue with timing

Think a few guys bought this here, was it any good http://cgi.ebay.ie/Self-Assembly-Model-Petrol-Engine-with-Moving-Parts_W0QQitemZ200291610534QQcmdZViewItemQQptZUK_Collectables_OtherTransportation_RL?hash=item200291610534&_trksid=p3286.c0.m14&_trkparms=72%3A1301|66%3A2|65%3A12|39%3A1|240%3A1318#ebayphotohosting

Thats the Supra that competes in the pro Drift series in Ireland. I think it is a BN kit form Drift Kits.eu http://www.prodriftseries.com/2008/05/09/mark-luney-to-contest-in-refurbd-supra/

2009 season changes A number of changes to both the Sporting and Technical Regulations have been made by the FIA for the 2009 Formula One season. In the case of the Sporting Regulations, the primary aims are increased reliability and further cost reductions. In the case of the technical changes, there are three main objectives - reducing the role of aerodynamics in the cars’ performance; making overtaking easier; and keeping lap times in check. Tyres After 10 seasons on grooved tyres, Formula One racing returns to slicks in 2009, as part of moves to increase the emphasis on mechanical rather than aerodynamic grip. With no grooves, grip will increase by around 20 percent, bringing a significant performance gain. However, that gain will be offset by the vastly reduced downforce levels of the revised aerodynamic regulations (see below). The overall effect should be reduced performance through high-speed corners. Drivers will still have the choice of two dry tyre compounds and will still have to use both compounds during a race. Kinetic Energy Recovery Systems (KERS) From 2009 teams have the option of employing a KERS to boost their car’s performance. As its name implies, a KERS recovers the (normally wasted) kinetic energy generated by the car’s braking process. This energy is stored using a mechanical flywheel or an electrical battery and then made available to the driver, in set amounts per lap, via a ‘boost button’ on the steering wheel. Under the current regulations the power gain equates to around 80 horsepower, available for just under seven seconds per lap. This could be worth several tenths of a second in terms of lap time, but the weight and packaging of the system - and its impact on the car’s weight distribution - also have to be taken into account. Engines In a move designed to boost reliability still further, rev limits will be cut from 19,000 to 18,000 rpm and drivers must now use the same engine for three, rather than two, consecutive events. Teams will be limited to eight engines per season - eight for each race driver and an additional four for testing. Just one team - Renault - has been allowed to make performance modifications to their engine for 2009 in order to help equalise power outputs. Aerodynamics Along with slick tyres, this is the biggest area of change for 2009. Downforce will be dramatically reduced and the cars’ bodywork will appear much cleaner, thanks to new dimensional regulations that effectively outlaw extraneous items such as barge boards, winglets, turning vanes and chimneys. As well as reducing overall aero performance, the revisions are also designed to increase overtaking by making the car less susceptible to turbulence when closely following another driver. The most obvious changes are to the front and rear wings. The front wing becomes lower (75mm from 150mm) and wider (up from 1400 to 1800mm - the same width as the car) with driver-adjustable flaps. Drivers will be allowed to make two wing adjustments per lap, altering the wing angle over a six-degree range. The rear wing becomes taller (up 150mm to bring it level with the top of the engine cover) and narrower (750mm from 1000mm). Also at the back of the car, the diffuser has been moved rearwards, its leading edge now level with (rather than ahead of) the rear-wheel axle line. In addition, the diffuser has been made longer and higher, all changes that will reduce its ability to generate downforce. Testing From 2009 onwards testing is not allowed during the race season.

How to get a safe increase in Boost is the Question? A few guys said Decat Uprated Actuator Would a Restrictor ring not be better over the actuator or both? My View on it Decat Uprated Actuator The big problem with a decat is overboosting (on a Turbo car) 1) overspeeding the turbos and 2) overheating the intake charge. Actuator If you bleed off a little bit of the resultant air charge , you still have overheated air and stressed turbos, so really it solves nothing. Venting boosted air would cause serious issues with the fuel map especially if its MAF based car but it may be ok before the MAP sensor (Not too sure what your car is MAF or MAP) Restrictor Ring You Limit the air before it enters the system rather than allowing it build high pressure in the system and using an uprated actuator to vent the high volume of excess pressure. Even though the Actuator will vent the excess air you are still passing unnecessary high volume of pressure through your system for no purpose but the downfall is overheated air and stressed turbos. In Summary Actuator = overheated air and stressed turbos, extra wear and tear but it will work @X BAR of boost,can cause serious issues with the fuel map Restrictor Ring = will work @X BAR of boost but will restrict pressure before it builds up in the system to unnecessary levels Thats why I would choose a restrictor ring, its just a safer with regards reliablity by putting less wear and tear on your components but you get the same performance and it wont mess up your Fuel map AnyBody have any opinions, I was hoping an engineer with experiance in these would be able to explain whats best?

Did you have black jax

Anybody hear of a car with a thatham approved model (Clifford Alarm) getting stolen

Hi I am swapping out items below for Chrome items, I was thinking it would be a good idea to get new gaskets but I would like to have them before I do the swap. What do I need or what pipes have gaskets based off list below and anything else you would recommend doing for example Zoop SEAL? Items getting swapped 4 chromed turbo pipes. 1 polished AICV pipe with actuator. Chromed Top Vac pipes. Chromed turbo heat shield. Intake Pletnum Throttle Body

Thanks that makes Sense, I was under the assumption you could restrict the boost to what ever level you wished Electronically overiding anything mechanical. Based on this new info, my car is mechanically set at 1.0 bar for obvious reasons I cant increase the Boost due to first cat is in and even with the first cat out and with her restricted to 1.2 bar mechanically again (restrictor Ring) Therefore the purpose of the boost controller I assume this is to regulate the Boost and more importantly to obtain a solid map so she sustains a solid presure at X bar across the rev range plus you get features as Scramble(equivalent of turbo boost in knight rider)

I taught anything over 0.8 bar with the First cat in is not recomended I an currently trying to restrict her to 0.8 bar witht he boost controller but so far no luck, little betty still wants to sit at 1.0 bar Just going to keep at it; adjusting the duty cycle on the boost solinoide

The Flow Tested - I mean just test the pipes have no defects by testing them on a flow bench to see if they hold pressure So Visual inspection it is, cool thanks guys