Well this is my first car I ever owned, it's a Silver 1986 Chevrolet Monte Carlo SS, which is the only car I do own. I bought it for pretty cheap from a Goodyear dealership owner. He used it as a show car to help advertise for his dealership. Long story short he got ripped off big time, and let the car go for WAY too cheap. I bought the car for a little under $8,000. It needed a new Carb, and I had to replace the fuel line, most of the hoses and put in a new K&N Filter. Everything else is perfect even the paint! It has 115,000 miles on it, but it's been very well taken care of by being garage kept. I'm the 3rd owner receiving it with 105,000 miles.
So today I got around to getting some pics of my car. It would have been alot cleaner, since I was in a car show the day before, but just general driving around has made it dirty and I was to lazy to clean it for these pics. Anyway's here they are enjoy!
I can't just post the Images, so just click on em'
<a href='http://us.f3.yahoofs.com/users/41b2b322zbe7733f4/602c/__sr_/b019.jpg?phKdC8CBObEgiSKb' target='_blank'>Right Side of car</a> <a href='http://us.f3.yahoofs.com/users/41b2b322zbe7733f4/602c/__sr_/bcba.jpg?phJdC8CBZRie2ciy' target='_blank'>Left Side of car</a> <a href='http://us.f3.yahoofs.com/users/41b2b322zbe7733f4/602c/__sr_/fa10.jpg?phJdC8CBM5PvENNU' target='_blank'>The 305 H.O Engine</a> <a href='http://us.f3.yahoofs.com/users/41b2b322zbe7733f4/602c/__sr_/884a.jpg?phhmC8CBt7ZfX2h_' target='_blank'>Passenger Interior View</a> <a href='http://us.f3.yahoofs.com/users/41b2b322zbe7733f4/602c/__sr_/b613.jpg?phJdC8CBu0UDgvCQ' target='_blank'>Flowmaster exhaust tips</a> <a href='http://us.f3.yahoofs.com/users/41b2b322zbe7733f4/602c/__sr_/c120.jpg?phrNE8CBv86zTwTt' target='_blank'>Drivers side Steering and cluster gauge's</a>
You can see more <a href='http://photos.yahoo.com/rage772' target='_blank'>HERE</a> to get more looks at it if your intrested...
Current Upgrades:
-Ripped of Catalytic Converter and installed true dual 2.25" pipes with dual Flowmaster muffler's and SS Tips.
-Rebuilt Edelbrock 4 barrel Carb.
-New fuel lines and engine hoses
-K&N Performance Air filter
-Finally a B&M Steel Powerglide Sport Clutch
Went to my first car show day before last and got a good amount of attention for having it in such good shape <!--emo&:)--><img src='http://www.unknownworlds.com/forums/html/emoticons/smile-fix.gif' border='0' style='vertical-align:middle' alt='smile-fix.gif' /><!--endemo-->
Needs a new paint job, planning on either touching it up or completely re-doing it?
*Edit*
<!--QuoteBegin-rage7+--></div><table border='0' align='center' width='95%' cellpadding='3' cellspacing='1'><tr><td><b>QUOTE</b> (rage7)</td></tr><tr><td id='QUOTE'><!--QuoteEBegin--> Finally a B&M Steel Powerglide Sport Clutch <!--QuoteEnd--></td></tr></table><div class='postcolor'><!--QuoteEEnd--> How did you put a clutch in an automatic? <!--emo&:p--><img src='http://www.unknownworlds.com/forums/html/emoticons/tounge.gif' border='0' style='vertical-align:middle' alt='tounge.gif' /><!--endemo-->
<!--QuoteBegin-rage7+--></div><table border='0' align='center' width='95%' cellpadding='3' cellspacing='1'><tr><td><b>QUOTE</b> (rage7)</td></tr><tr><td id='QUOTE'><!--QuoteEBegin--> Finally a B&M Steel Powerglide Sport Clutch <!--QuoteEnd--></td></tr></table><div class='postcolor'><!--QuoteEEnd--> How did you put a clutch in an automatic? <!--emo&:p--><img src='http://www.unknownworlds.com/forums/html/emoticons/tounge.gif' border='0' style='vertical-align:middle' alt='tounge.gif' /><!--endemo--><!--QuoteEnd--></td></tr></table><div class='postcolor'><!--QuoteEEnd--> The <a href='http://www.jegs.com/cgi-bin/ncommerce3/ProductDisplay?prrfnbr=2693&prmenbr=361' target='_blank'>B&M Steel Powerglide Clutch Hub </a> goes in an automatic transmissions. B&M is well known in the automotive racing world for their automatic racing transmissions, one of which is the <a href='http://www.jegs.com/cgi-bin/ncommerce3/ProductDisplay?prrfnbr=2156&prmenbr=361' target='_blank'>B&M Powerglide Race Transmission </a>.
<!--QuoteBegin-Chrono+Aug 2 2005, 10:23 PM--></div><table border='0' align='center' width='95%' cellpadding='3' cellspacing='1'><tr><td><b>QUOTE</b> (Chrono @ Aug 2 2005, 10:23 PM)</td></tr><tr><td id='QUOTE'><!--QuoteEBegin--> all of the body work is being fixed also in the proccess <!--emo&;)--><img src='http://www.unknownworlds.com/forums/html/emoticons/wink-fix.gif' border='0' style='vertical-align:middle' alt='wink-fix.gif' /><!--endemo--> my dad is a freak about keeping cars in perfect condition so he wants to get that all fixed <!--QuoteEnd--> </td></tr></table><div class='postcolor'> <!--QuoteEEnd--> Even so, make sure they do a real good job if you go with black, it will show if they don't, especially if you go for flat black instead a metallic or pearl (which I would anyway, black polished to a mirror sheen is so much better than metallic black imo).
Yeah, why bother explaining to someone who doesn't know the Monte transmissions, that unless major modifications are made, that transmission is not going to "slide" right in. <!--emo&:p--><img src='http://www.unknownworlds.com/forums/html/emoticons/tounge.gif' border='0' style='vertical-align:middle' alt='tounge.gif' /><!--endemo-->
In all honesty, I don't think he knows what he is talking about when referring to his car. <!--emo&:p--><img src='http://www.unknownworlds.com/forums/html/emoticons/tounge.gif' border='0' style='vertical-align:middle' alt='tounge.gif' /><!--endemo-->
<!--QuoteBegin-MaDMaxX+Aug 5 2005, 12:59 PM--></div><table border='0' align='center' width='95%' cellpadding='3' cellspacing='1'><tr><td><b>QUOTE</b> (MaDMaxX @ Aug 5 2005, 12:59 PM)</td></tr><tr><td id='QUOTE'><!--QuoteEBegin--> cyndane, you just put your foot in it yourself by questioning a clutch in an auto, its not like they don't have them! <!--QuoteEnd--> </td></tr></table><div class='postcolor'> <!--QuoteEEnd--> Which is exactly what I pointed out 6 posts up. :>
<!--QuoteBegin-Cyndane+Aug 5 2005, 06:34 PM--></div><table border='0' align='center' width='95%' cellpadding='3' cellspacing='1'><tr><td><b>QUOTE</b> (Cyndane @ Aug 5 2005, 06:34 PM)</td></tr><tr><td id='QUOTE'><!--QuoteEBegin-->A clutch hub is not a clutch, I'd suggest you look it up. :-)<!--QuoteEnd--></td></tr></table><div class='postcolor'><!--QuoteEEnd--> <a href='http://www.jegs.com/cgi-bin/ncommerce3/ProductDisplay?prrfnbr=2156&prmenbr=361' target='_blank'><b>B&M Powerglide Race Transmission </b></a>
<!--QuoteBegin--></div><table border='0' align='center' width='95%' cellpadding='3' cellspacing='1'><tr><td><b>QUOTE</b> </td></tr><tr><td id='QUOTE'><!--QuoteEBegin-->The Ultimate In Racing Technology! This trans features a full manual shift pattern Four-O pro-tree transbrake and are assembled by skilled technitions. Each unit is then tested on B&M's transmission dyno and is supplied with a test tag showing the actral pressure figures achieved. Include new gaskets and seals, new thrust washers, <span style='color:red'><b>new high performance clutches</b> </span>and bands, new bushings, reconditioned front pump, gold zinc plated external hardware, and steel hub with hardened input shaft.<!--QuoteEnd--></td></tr></table><div class='postcolor'><!--QuoteEEnd-->
TalesinOur own little well of hateJoin Date: 2002-11-08Member: 7710NS1 Playtester, Forum Moderators
As for the MR2, black. The GSX is white, and I have to wash it every other day to get the road dust off, and bug splats. Team that up with white rims with a polished lip, and you have at least three hours of your day devoted to keeping your car looking spiffy.
Cyndane, your posts are becoming a bit erratic. I'd suggest taking a bit more time during the composition to give other posters the favor of the doubt... much like the apparent offense taken at assigning black a 'manly' characteristic. When dealing with vehicles, I see very few women driving anything in black. And I know you can pull out examples... but the vast majority are not.
Older automatics did rely completely on pressure differentials and synchros to bring them between gears, with only a safety clutching system that never really disengaged (also known as 'torque drive' autos, my grandma had a Nova with it), but more modern automatics use fully clutched systems. It's just taken care of as a part of the automatic shifting cycle.
And in other news, coincidentally related, I managed to get the MBC installed on the GSX. I'm now boosting at 17psi, and the car is bloody fast. The only down side is that my aftermarket clutch feels to be slipping... engine continues accellerating, but the car's velocity increases at a much slower rate. Especially notable on uphills, racing the engine to 6000rpm in third, which normally carries me along at a nice easy 85mph, was barely creeping up from 55. Also a high end 'bogging' sensation. At first I thought I must have a boost leak, and was getting minor fuel cut (why I dropped it from 19psi).. but on the downhill, the car just SURGES forward. Oddly though, no burnt clutch stink.
Crap on a stick. Now I have to afford a performance clutch... probably a Centerforce dual friction. All the clamping power of an ACT2600, but with a near-stock clutch pedal pressure.
For the benefit of us gearheads that are turbo-ignorant <!--emo&:0--><img src='http://www.unknownworlds.com/forums/html/emoticons/wow.gif' border='0' style='vertical-align:middle' alt='wow.gif' /><!--endemo--> what on earth is "MBC" (assuming MBC is turbo related)?
<span style='font-size:7pt;line-height:100%'>...not in the mood for googlin'</span>
TalesinOur own little well of hateJoin Date: 2002-11-08Member: 7710NS1 Playtester, Forum Moderators
edited August 2005
And the electronic ones tend to be hard to program, but will help reduce boost spike (overshooting your boost mark). They also get to be unreliable after 25psi... which is admittedly a metric buttload of extra air. Manual controllers are far more reliable, but less flexible under different situations.
Generally, a turbo is powered by exhaust gasses. Imagine two pinwheels on a stick. When one turns, the other turns. One of these is in the exhaust, one is in the intake. The exhaust spins with the expended gas, which turns the one in the intake, sucking more air in. This, in turn, produces MORE exhaust gasses after combustion... and quickly turns into a geometric expansion. Eventually, the turbo would spin so fast, the metal would lose cohesion. More likely though, you'd blow your engine well before that as the head lifts off the shortblock, or even worse, the pistons become unable to complete their compression stroke... 'seizing' the engine instantly, and bringing a few thousand pounds of rotational inertia to a dead stop in an instant. Leverage says that something's gonna break (off).
So. A bypass (called a wastegate) is in place to divert some of that exhaust gas around the exhaust side pinwheel (exducer) so it won't spin as fast. The spring used to hold it in place has a lever attached, which is hooked up to a diaphragm, which has a vacuum/pressure line piped from the intake system at some point. When the pressure in the intake exceeds a certain level, the wastegate is opened, and the turbo maintains that pressure level, the gate automagically opening and closing just enough to keep the intake side pinwheel (inducer or compressor wheel) spinning just fast enough. Natch.
The most pressure (boost) though, the more effective your literage is though. So some people want to delay that wastegate opening point. Disconnecting the line will make it never open. Boom. Cutting the line will give unstable results. And so, a bleeder valve is installed. The bleeder valve (or a more reliable captive ball-and-spring vacuum line restrictor arrangement) shunts a reliable, operator-settable portion of the pressure coming down the line to the atmosphere. This reduces the amount that the wastegate actuator 'sees', of the total intake manifold pressure, and thereby delays the wastegate's opening until a higher total system pressure.
The long and the short is exactly what Cyndane said... it's a manual boost controller, which lets me raise the amount of boost I employ at wide open throttle. <!--emo&:)--><img src='http://www.unknownworlds.com/forums/html/emoticons/smile-fix.gif' border='0' style='vertical-align:middle' alt='smile-fix.gif' /><!--endemo--> I've got mine set higher, so the engine is putting out a crapload more power, and now my clutch isn't able to handle it. <!--emo&:p--><img src='http://www.unknownworlds.com/forums/html/emoticons/tounge.gif' border='0' style='vertical-align:middle' alt='tounge.gif' /><!--endemo-->
Hehe, long winded story, but yeah that'll suffice taley. :-)
Perhaps you can explain to me in a bit more detail why you always want to re-route your blow-off valve back into the intake. I have some idea, but an expert on the subject of turbos, is always nice to speak with.
A lag is sometimes felt by the driver of a turbocharged vehicle as a delay between pushing on the accelerator pedal and feeling the turbo kick-in. This is symptomatic of the time taken for the exhaust system driving the turbine to come to high pressure and for the turbine rotor to overcome its rotational inertia and reach the speed necessary to supply boost pressure. The directly-driven compressor in a supercharger does not suffer this problem. Conversely on light loads or at low rpm a turbocharger supplies less boost and the engine is more efficient than a supercharged engine.
Lag can be reduced by lowering the rotational inertia of the turbine, for example by using lighter parts to allow the spin-up to happen more quickly. Ceramic turbines are a big help in this direction. Another way to reduce lag is to change the aspect ratio of the turbine by reducing the diameter and increasing the gas-flow path-length. Increasing the upper-deck air pressure and improving the wastegate response help but there are cost increases and reliability disadvantages that car manufacturers are not happy about. Lag is also reduced by using a precision bearing rather than a fluid bearing, this reduces friction rather than rotational inertia but contributes to faster acceleration of the turbo's rotating assembly.
Another common method of equalizing turbo lag, is to have the turbine wheel "clipped", or to reduce the surface area of the turbine wheel's rotating blades. By clipping a minute portion off of the tip of each blade of the turbine wheel, less restriction is imposed upon the escaping exhaust gases. This imparts less impedance onto the flow of exhaust gasses at low rpm, allowing the vehicle to retain more of its low-end torque, but also pushes the effective boost rpm to a slightly higher level. The amount a turbine wheel is and can be clipped is highly application-specific. Turbine clipping is measured and specified in degrees.
Other setups, most notably in V-type engines, utilize two identically-sized but smaller turbos, each fed by a separate set of exhaust streams from the engine. The two smaller turbos produce the same (or more) aggregate amount of boost as a larger single turbo, but since they are smaller they reach their optimal rpm, and thus optimal boost delivery, faster. Such an arrangement of turbos is typically referred to as a "twin turbo" setup.
Some car makers combat lag by using two small turbos (like Toyota, Subaru, Maserati, Mazda, and Audi). A typical arrangement for this is to have one turbo active across the entire rev range of the engine and one coming on-line at higher rpm. Early designs would have one turbocharger active up to a certain rpm, after which both turbochargers are active. Below this rpm, both exhaust and air inlet of the secondary turbo are closed . Being individually smaller they do not suffer from excessive lag and having the second turbo operating at a higher rpm range allows it to get to full rotational speed before it is required. Such combinations are referred to as "sequential turbos". Sequential turbochargers are usually much more complicated than single or twin-turbocharger systems because they require what amount to three sets of pipes-intake and wastegate pipes for the two turbochargers as well as valves to control the direction of the exhaust gases. An example of this is the current BMW E60 5-Series 535d.
Lag is not to be confused with the boost threshold, however many publications still make this basic mistake. The boost threshold of a turbo system describes the minimum turbo rpm at which the turbo is physically able to supply the requested boost level. Newer turbocharger and engine developments have caused boost thresholds to steadily decline to where day-to-day use feels perfectly natural. Putting your foot down at 1200 engine rpm and having no boost until 2000 engine rpm is an example of boost threshold and not lag.
Race cars often utilise anti-lag to completely eliminate lag at the cost of reduced turbocharger life.
On Modern hi-tech diesel engines, this problem is virtulay eliminated by utilising a variable geometry turbocharger.
Well, with a turbo you will have lag, as the more rpms you have the faster it turns, as talesin stated before hand. Which works really well on the smaller engines, inline 4, V6 and sometimes V8, but I usually see a dual(twin) turbo on the V8s.
So when you push the gas, your car goes as fast as it can if it didn't have the turbo, then boom, you get a surge in power as the turbo is able to spin faster thanks to faster exhaust flowing, to where you get more air in the intake, and etc. Which is why if you watch a turbo car, you will know when the turbo actually starts to add power, there is a sudden surge in the car going forward.
In cars, the device is used to increase the "effective displacement" and volumetric efficiency of an engine, and is often referred to as a blower. By pushing the air into the cylinders, it's as if the engine had larger valves and cylinders, resulting in a "larger" engine that weighs less. Turbochargers are more commonly used in this role because they use otherwise "wasted" heat energy instead of using up power from the crank, but the supercharger reacts more quickly to power application and thus outaccelerates a car with the same amount of boost being provided by a turbo.
Superchargers:
Superchargers are often considered inferior to turbochargers for several reasons. Firstly, a turbocharger is more efficient than a supercharger whilst requiring only 50% of the supercharger's manufacturing cost. In addition, turbochargers are able to reach efficient operating speed much more quickly than a supercharger.
The physical space occupied by a turbocharger is significantly less than it's direct-drive counterpart. This gives the opportunity of fitting multiple turbochargers to a single engine, such as in a "sequential turbo", where one turbo is tuned to give increased performance at low engine speed and another turbo is tuned to increase the high-speed engine performance.
An alternative arrangement utilises two turbochargers of the same type, known as a "twin turbo". This gives a large power increase for a given engine speed at the cost of increasing the lag-time for the exhaust to heat up sufficiently to drive the turbochargers. This lag can be addressed by reducing the size of each individual unit such that the combined output is still as great as a single large turbocharger without having to suffer the lag-time required to reach operating speed.
A final benefit of the turbocharger over the supercharger is the operating speed; It is not unheard of for a turbocharger to reach 200,000rpm. This is well beyond the operating specification of a supercharger.
Just got back from spending the day at Santa Pod (Europes oldest/biggest drag strip). It was a modifed car show but they also opened up the track to anyone. Personally I not a fan of 'modified cars', to much wobbly plastic for me but it was supposed to be free for me and my girlfriend as her car was going on a trade stand (it wasn't free in the end - we had to pay to get in, then argue for an hour with security to get the car into the pits as they'd lost our pass <!--emo&:angry:--><img src='http://www.unknownworlds.com/forums/html/emoticons/mad-fix.gif' border='0' style='vertical-align:middle' alt='mad-fix.gif' /><!--endemo--> ) and there were plenty of cars on the track owned by people with brains. Nitro injected brains maybe, but at least they had them. Anyway, it's late, I'm tired and the following is cut and paste from another forum.
To cut it short these are what I think were the most impressive cars of the day in no real order except that the last was by far the most impressive:
This go-kart's best time was just over 10.2 seconds @~130mph... a go kart... <a href='http://img99.imageshack.us/my.php?image=usc0907kc.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/1554/usc0907kc.th.jpg' border='0' alt='user posted image' /></a> <a href='http://img99.imageshack.us/my.php?image=usc0926bt.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/3801/usc0926bt.th.jpg' border='0' alt='user posted image' /></a>
An Equipe Bond Bug, 3 wheels, one peice fibreglass body, one turbo charged motorbike engine, 400bhp, ~120mph quarter mile. Wow, just wow. <a href='http://img99.imageshack.us/my.php?image=usc0307ba.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/3194/usc0307ba.th.jpg' border='0' alt='user posted image' /></a> <a href='http://img99.imageshack.us/my.php?image=usc0310yw.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/4190/usc0310yw.th.jpg' border='0' alt='user posted image' /></a>
The Jet engined drag car, this was used as a demonstartion to all the boy racers of what real power is, the fastest car at the show, did a 5 second quarter at >300mph. When they started it on the track a 40 foot flame shot out the back and toasted the specator's in the shed behind the line eyebrows, and the control gantry above the track shook and didn't stop till the car was at the other end. As my girlfriend wanted to video it, I held my hands over her ears (I've been drag racing many times before and seen this thing go so I knew what to expect, plus she's only ickle, bless her) - hence why my only pic of it is when they were towing it to the start. When it launched it hurt. Hurt in my chest, ears, eyes, everywhere. It hurt in a way thats impossible to describe other than sheer raw unadulterated power. My ears are still ringing. <a href='http://img99.imageshack.us/my.php?image=usc0619os.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/9206/usc0619os.th.jpg' border='0' alt='user posted image' /></a>
A Kawasaki Ninja engined Rascal pick up, running slick tyres. Can't remember what it did but it was quick. Either way hella cool. <a href='http://img99.imageshack.us/my.php?image=usc0761ga.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/4741/usc0761ga.th.jpg' border='0' alt='user posted image' /></a> <a href='http://img99.imageshack.us/my.php?image=usc0802rn.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/3221/usc0802rn.th.jpg' border='0' alt='user posted image' /></a> <a href='http://img99.imageshack.us/my.php?image=usc0794vx.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/2216/usc0794vx.th.jpg' border='0' alt='user posted image' /></a>
A Shelby Cobra replica with a 427 (thats 7 litres) Cobra big block V8, wasn't too impressive on the track as that huge engine made sure it couldn't get a grip on the tarmac and it just spun the wheels. Seriously pretty though. <a href='http://img99.imageshack.us/my.php?image=usc1185zx.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/5100/usc1185zx.th.jpg' border='0' alt='user posted image' /></a> <a href='http://img99.imageshack.us/my.php?image=usc1171vj.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/9471/usc1171vj.th.jpg' border='0' alt='user posted image' /></a>
Some guy was riding around the pits on this. I just like it tbh <!--emo&:D--><img src='http://www.unknownworlds.com/forums/html/emoticons/biggrin-fix.gif' border='0' style='vertical-align:middle' alt='biggrin-fix.gif' /><!--endemo--> <a href='http://img99.imageshack.us/my.php?image=usc0964zb.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/5435/usc0964zb.th.jpg' border='0' alt='user posted image' /></a>
Now what I thought was the star of the day, a Mk1 Ford Escort: <a href='http://img99.imageshack.us/my.php?image=usc0344zd.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/1741/usc0344zd.th.jpg' border='0' alt='user posted image' /></a> Doesn't look anything too special does it? Look closer though and you may note the slick tyres on the back, the plastic windows and it having no interior or bonnet. Look at the engine though and it all seems very ordinary, apart from the 4 into 1 manifold (which was cut off just past the bulkhead making it very loud and slightly more powerful) it it looks standard <a href='http://img99.imageshack.us/my.php?image=usc0329ji.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/1407/usc0329ji.th.jpg' border='0' alt='user posted image' /></a> That guy there is the driver. Not exactly a lightweight is he? Although his age almost certainly means experience at drag racing.. <a href='http://img99.imageshack.us/my.php?image=usc0122rr.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/2650/usc0122rr.th.jpg' border='0' alt='user posted image' /></a> Experience which he obviously has as his burnouts (done before every run to warm the tyres) were bigger and badder than everyone else's except the pro modified cars - every single time he ended up sideways, literally 90 degrees to the way he should be going <a href='http://img99.imageshack.us/my.php?image=usc0153pi.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/4968/usc0153pi.th.jpg' border='0' alt='user posted image' /></a> You can just see him starting to go sideways.
Unfortunatly I didn't get a pic of his launch on his last run, but here he is making his way to the staging line <a href='http://img99.imageshack.us/my.php?image=usc1090mr.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/5909/usc1090mr.th.jpg' border='0' alt='user posted image' /></a> Ok, the reason this car is so special was that despite its almost bog standard appearance and being close to 40 years old as well as being driven by a guy that has eaten all the pies as many times as some has shouted "who ate all the pies?!", every single run he beat the other car and the car lifted the front wheels. Every single time teh wheels lifted clean off the track. Obviously as the guy's ample frame was sat on one side, the passenger side lifted the most, but from looking at the car it shouldn't be possible at all! On his last run not only did he improve his best time by breaking into the 11's (11.997 to be precise @~ a shade under 120mph), but from where I was sat in the stand the passenger side wheel was easily a foot and a half off the ground. Thats plain insanity.
I am going to the track tomorrow to run the newly modified sunfire... and I want to see this thing run once more..
<a href='http://sio.midco.net/davidb/memorial1.wmv' target='_blank'>Camaro SS</a> (Its a video file of his last run in May when he popped a wheelie so bad his oil pan went up in the engine bay.)
<!--QuoteBegin-Owner of the SS (Not me)+--></div><table border='0' align='center' width='95%' cellpadding='3' cellspacing='1'><tr><td><b>QUOTE</b> (Owner of the SS (Not me))</td></tr><tr><td id='QUOTE'><!--QuoteEBegin--> First I want to Thank Joey, Ryan, Tommy, my son Ray and to everyone else for all their help over the weekend.
I thought I would pass on a picture of how my weekend went. Obviously not very good. The SS really ran great. Used just a 150 shot. Found out that I'm geared way to high/low for the 150 shot. I ran out of gear (I presently run 4.30's) by the 1000 foot mark, after that it was just engine. Rev limiter is set at 6900, nitrous shuts off at 6800. Still ran a best ever for the 150 shot: 1/8 mile 6.491 at 107.639, 1/4 mile 10.177 at 130.866. The other runs were 1.47 60' 10.188 at 127.374; 1.497 60' 10.187 at 130.059 - I have a nitrous bracket car Smile . The "wheely" run's 60' was a 1.42 from the back tires.
Not sure all what broke. It seemed upon landing that the oil pan got pushed up into the engine and possibly cracked the block. Only thing that ran out onto the track and in the pits was water/anti-freeze. We'll tear out the engine this week and see what needs to be done.
We'll also be changing out gears - possibly 3.90 or 4.10's. <!--QuoteEnd--></td></tr></table><div class='postcolor'><!--QuoteEEnd-->
thanks for all the info on turbos and superchargers <!--emo&:)--><img src='http://www.unknownworlds.com/forums/html/emoticons/smile-fix.gif' border='0' style='vertical-align:middle' alt='smile-fix.gif' /><!--endemo-->
has anyone here had any experience with a twincharged car? i was reading about how HKS used to make a twincharger kit which would allow you to bolt on a turbo on a supercharger.
<!--QuoteBegin-Chrono+Aug 6 2005, 08:03 PM--></div><table border='0' align='center' width='95%' cellpadding='3' cellspacing='1'><tr><td><b>QUOTE</b> (Chrono @ Aug 6 2005, 08:03 PM)</td></tr><tr><td id='QUOTE'><!--QuoteEBegin--> thanks for all the info on turbos and superchargers <!--emo&:)--><img src='http://www.unknownworlds.com/forums/html/emoticons/smile-fix.gif' border='0' style='vertical-align:middle' alt='smile-fix.gif' /><!--endemo-->
has anyone here had any experience with a twincharged car? i was reading about how HKS used to make a twincharger kit which would allow you to bolt on a turbo on a supercharger. <!--QuoteEnd--> </td></tr></table><div class='postcolor'> <!--QuoteEEnd--> Actually Chrono, we don't have much info on superchargers. Perhaps Talesin can enlighten us. <!--emo&;)--><img src='http://www.unknownworlds.com/forums/html/emoticons/wink-fix.gif' border='0' style='vertical-align:middle' alt='wink-fix.gif' /><!--endemo-->
Your assignment, boys and girls, is to read the descriptions of both the turbocharger and the supercharger, and write below a 100 word essay on the pros and cons of each. <!--emo&;)--><img src='http://www.unknownworlds.com/forums/html/emoticons/wink-fix.gif' border='0' style='vertical-align:middle' alt='wink-fix.gif' /><!--endemo-->
And yes, that's my specific one and yes, it came with that plate. <!--emo&:)--><img src='style_emoticons/<#EMO_DIR#>/smile-fix.gif' border='0' style='vertical-align:middle' alt='smile-fix.gif' /><!--endemo-->
Comments
So today I got around to getting some pics of my car. It would have been alot cleaner, since I was in a car show the day before, but just general driving around has made it dirty and I was to lazy to clean it for these pics. Anyway's here they are enjoy!
I can't just post the Images, so just click on em'
<a href='http://us.f3.yahoofs.com/users/41b2b322zbe7733f4/602c/__sr_/b019.jpg?phKdC8CBObEgiSKb' target='_blank'>Right Side of car</a>
<a href='http://us.f3.yahoofs.com/users/41b2b322zbe7733f4/602c/__sr_/bcba.jpg?phJdC8CBZRie2ciy' target='_blank'>Left Side of car</a>
<a href='http://us.f3.yahoofs.com/users/41b2b322zbe7733f4/602c/__sr_/fa10.jpg?phJdC8CBM5PvENNU' target='_blank'>The 305 H.O Engine</a>
<a href='http://us.f3.yahoofs.com/users/41b2b322zbe7733f4/602c/__sr_/884a.jpg?phhmC8CBt7ZfX2h_' target='_blank'>Passenger Interior View</a>
<a href='http://us.f3.yahoofs.com/users/41b2b322zbe7733f4/602c/__sr_/b613.jpg?phJdC8CBu0UDgvCQ' target='_blank'>Flowmaster exhaust tips</a>
<a href='http://us.f3.yahoofs.com/users/41b2b322zbe7733f4/602c/__sr_/c120.jpg?phrNE8CBv86zTwTt' target='_blank'>Drivers side Steering and cluster gauge's</a>
You can see more <a href='http://photos.yahoo.com/rage772' target='_blank'>HERE</a> to get more looks at it if your intrested...
Current Upgrades:
-Ripped of Catalytic Converter and installed true dual 2.25" pipes with dual Flowmaster muffler's and SS Tips.
-Rebuilt Edelbrock 4 barrel Carb.
-New fuel lines and engine hoses
-K&N Performance Air filter
-Finally a B&M Steel Powerglide Sport Clutch
Went to my first car show day before last and got a good amount of attention for having it in such good shape <!--emo&:)--><img src='http://www.unknownworlds.com/forums/html/emoticons/smile-fix.gif' border='0' style='vertical-align:middle' alt='smile-fix.gif' /><!--endemo-->
Needs a new paint job, planning on either touching it up or completely re-doing it?
*Edit*
<!--QuoteBegin-rage7+--></div><table border='0' align='center' width='95%' cellpadding='3' cellspacing='1'><tr><td><b>QUOTE</b> (rage7)</td></tr><tr><td id='QUOTE'><!--QuoteEBegin-->
Finally a B&M Steel Powerglide Sport Clutch
<!--QuoteEnd--></td></tr></table><div class='postcolor'><!--QuoteEEnd-->
How did you put a clutch in an automatic? <!--emo&:p--><img src='http://www.unknownworlds.com/forums/html/emoticons/tounge.gif' border='0' style='vertical-align:middle' alt='tounge.gif' /><!--endemo-->
<!--QuoteBegin-rage7+--></div><table border='0' align='center' width='95%' cellpadding='3' cellspacing='1'><tr><td><b>QUOTE</b> (rage7)</td></tr><tr><td id='QUOTE'><!--QuoteEBegin-->
Finally a B&M Steel Powerglide Sport Clutch
<!--QuoteEnd--></td></tr></table><div class='postcolor'><!--QuoteEEnd-->
How did you put a clutch in an automatic? <!--emo&:p--><img src='http://www.unknownworlds.com/forums/html/emoticons/tounge.gif' border='0' style='vertical-align:middle' alt='tounge.gif' /><!--endemo--><!--QuoteEnd--></td></tr></table><div class='postcolor'><!--QuoteEEnd-->
The <a href='http://www.jegs.com/cgi-bin/ncommerce3/ProductDisplay?prrfnbr=2693&prmenbr=361' target='_blank'>B&M Steel Powerglide Clutch Hub </a> goes in an automatic transmissions. B&M is well known in the automotive racing world for their automatic racing transmissions, one of which is the <a href='http://www.jegs.com/cgi-bin/ncommerce3/ProductDisplay?prrfnbr=2156&prmenbr=361' target='_blank'>B&M Powerglide Race Transmission </a>.
Even so, make sure they do a real good job if you go with black, it will show if they don't, especially if you go for flat black instead a metallic or pearl (which I would anyway, black polished to a mirror sheen is so much better than metallic black imo).
Which is exactly what I pointed out 6 posts up. :>
Cyndane;
It is better to keep quiet and be thought a fool, than to open ones mouth and remove all doubt.
<a href='http://www.jegs.com/cgi-bin/ncommerce3/ProductDisplay?prrfnbr=2156&prmenbr=361' target='_blank'><b>B&M Powerglide Race Transmission </b></a>
<!--QuoteBegin--></div><table border='0' align='center' width='95%' cellpadding='3' cellspacing='1'><tr><td><b>QUOTE</b> </td></tr><tr><td id='QUOTE'><!--QuoteEBegin-->The Ultimate In Racing Technology!
This trans features a full manual shift pattern Four-O pro-tree transbrake and are assembled by skilled technitions. Each unit is then tested on B&M's transmission dyno and is supplied with a test tag showing the actral pressure figures achieved. Include new gaskets and seals, new thrust washers, <span style='color:red'><b>new high performance clutches</b> </span>and bands, new bushings, reconditioned front pump, gold zinc plated external hardware, and steel hub with hardened input shaft.<!--QuoteEnd--></td></tr></table><div class='postcolor'><!--QuoteEEnd-->
and yes automatic cars have a clutch just like any transmission
<a href='http://auto.howstuffworks.com/clutch.htm' target='_blank'>http://auto.howstuffworks.com/clutch.htm</a>
Cyndane, your posts are becoming a bit erratic. I'd suggest taking a bit more time during the composition to give other posters the favor of the doubt... much like the apparent offense taken at assigning black a 'manly' characteristic. When dealing with vehicles, I see very few women driving anything in black. And I know you can pull out examples... but the vast majority are not.
Older automatics did rely completely on pressure differentials and synchros to bring them between gears, with only a safety clutching system that never really disengaged (also known as 'torque drive' autos, my grandma had a Nova with it), but more modern automatics use fully clutched systems. It's just taken care of as a part of the automatic shifting cycle.
And in other news, coincidentally related, I managed to get the MBC installed on the GSX. I'm now boosting at 17psi, and the car is bloody fast. The only down side is that my aftermarket clutch feels to be slipping... engine continues accellerating, but the car's velocity increases at a much slower rate. Especially notable on uphills, racing the engine to 6000rpm in third, which normally carries me along at a nice easy 85mph, was barely creeping up from 55. Also a high end 'bogging' sensation.
At first I thought I must have a boost leak, and was getting minor fuel cut (why I dropped it from 19psi).. but on the downhill, the car just SURGES forward.
Oddly though, no burnt clutch stink.
Crap on a stick. Now I have to afford a performance clutch... probably a Centerforce dual friction. All the clamping power of an ACT2600, but with a near-stock clutch pedal pressure.
<span style='font-size:7pt;line-height:100%'>...not in the mood for googlin'</span>
As with anything there are electronic ones, and the manuals.
Generally, a turbo is powered by exhaust gasses. Imagine two pinwheels on a stick. When one turns, the other turns. One of these is in the exhaust, one is in the intake. The exhaust spins with the expended gas, which turns the one in the intake, sucking more air in. This, in turn, produces MORE exhaust gasses after combustion... and quickly turns into a geometric expansion. Eventually, the turbo would spin so fast, the metal would lose cohesion. More likely though, you'd blow your engine well before that as the head lifts off the shortblock, or even worse, the pistons become unable to complete their compression stroke... 'seizing' the engine instantly, and bringing a few thousand pounds of rotational inertia to a dead stop in an instant. Leverage says that something's gonna break (off).
So. A bypass (called a wastegate) is in place to divert some of that exhaust gas around the exhaust side pinwheel (exducer) so it won't spin as fast.
The spring used to hold it in place has a lever attached, which is hooked up to a diaphragm, which has a vacuum/pressure line piped from the intake system at some point. When the pressure in the intake exceeds a certain level, the wastegate is opened, and the turbo maintains that pressure level, the gate automagically opening and closing just enough to keep the intake side pinwheel (inducer or compressor wheel) spinning just fast enough. Natch.
The most pressure (boost) though, the more effective your literage is though. So some people want to delay that wastegate opening point. Disconnecting the line will make it never open. Boom. Cutting the line will give unstable results. And so, a bleeder valve is installed.
The bleeder valve (or a more reliable captive ball-and-spring vacuum line restrictor arrangement) shunts a reliable, operator-settable portion of the pressure coming down the line to the atmosphere. This reduces the amount that the wastegate actuator 'sees', of the total intake manifold pressure, and thereby delays the wastegate's opening until a higher total system pressure.
The long and the short is exactly what Cyndane said... it's a manual boost controller, which lets me raise the amount of boost I employ at wide open throttle. <!--emo&:)--><img src='http://www.unknownworlds.com/forums/html/emoticons/smile-fix.gif' border='0' style='vertical-align:middle' alt='smile-fix.gif' /><!--endemo-->
I've got mine set higher, so the engine is putting out a crapload more power, and now my clutch isn't able to handle it. <!--emo&:p--><img src='http://www.unknownworlds.com/forums/html/emoticons/tounge.gif' border='0' style='vertical-align:middle' alt='tounge.gif' /><!--endemo-->
Perhaps you can explain to me in a bit more detail why you always want to re-route your blow-off valve back into the intake. I have some idea, but an expert on the subject of turbos, is always nice to speak with.
What are the pros and cons of each?
A lag is sometimes felt by the driver of a turbocharged vehicle as a delay between pushing on the accelerator pedal and feeling the turbo kick-in. This is symptomatic of the time taken for the exhaust system driving the turbine to come to high pressure and for the turbine rotor to overcome its rotational inertia and reach the speed necessary to supply boost pressure. The directly-driven compressor in a supercharger does not suffer this problem. Conversely on light loads or at low rpm a turbocharger supplies less boost and the engine is more efficient than a supercharged engine.
Lag can be reduced by lowering the rotational inertia of the turbine, for example by using lighter parts to allow the spin-up to happen more quickly. Ceramic turbines are a big help in this direction. Another way to reduce lag is to change the aspect ratio of the turbine by reducing the diameter and increasing the gas-flow path-length. Increasing the upper-deck air pressure and improving the wastegate response help but there are cost increases and reliability disadvantages that car manufacturers are not happy about. Lag is also reduced by using a precision bearing rather than a fluid bearing, this reduces friction rather than rotational inertia but contributes to faster acceleration of the turbo's rotating assembly.
Another common method of equalizing turbo lag, is to have the turbine wheel "clipped", or to reduce the surface area of the turbine wheel's rotating blades. By clipping a minute portion off of the tip of each blade of the turbine wheel, less restriction is imposed upon the escaping exhaust gases. This imparts less impedance onto the flow of exhaust gasses at low rpm, allowing the vehicle to retain more of its low-end torque, but also pushes the effective boost rpm to a slightly higher level. The amount a turbine wheel is and can be clipped is highly application-specific. Turbine clipping is measured and specified in degrees.
Other setups, most notably in V-type engines, utilize two identically-sized but smaller turbos, each fed by a separate set of exhaust streams from the engine. The two smaller turbos produce the same (or more) aggregate amount of boost as a larger single turbo, but since they are smaller they reach their optimal rpm, and thus optimal boost delivery, faster. Such an arrangement of turbos is typically referred to as a "twin turbo" setup.
Some car makers combat lag by using two small turbos (like Toyota, Subaru, Maserati, Mazda, and Audi). A typical arrangement for this is to have one turbo active across the entire rev range of the engine and one coming on-line at higher rpm. Early designs would have one turbocharger active up to a certain rpm, after which both turbochargers are active. Below this rpm, both exhaust and air inlet of the secondary turbo are closed . Being individually smaller they do not suffer from excessive lag and having the second turbo operating at a higher rpm range allows it to get to full rotational speed before it is required. Such combinations are referred to as "sequential turbos". Sequential turbochargers are usually much more complicated than single or twin-turbocharger systems because they require what amount to three sets of pipes-intake and wastegate pipes for the two turbochargers as well as valves to control the direction of the exhaust gases. An example of this is the current BMW E60 5-Series 535d.
Lag is not to be confused with the boost threshold, however many publications still make this basic mistake. The boost threshold of a turbo system describes the minimum turbo rpm at which the turbo is physically able to supply the requested boost level. Newer turbocharger and engine developments have caused boost thresholds to steadily decline to where day-to-day use feels perfectly natural. Putting your foot down at 1200 engine rpm and having no boost until 2000 engine rpm is an example of boost threshold and not lag.
Race cars often utilise anti-lag to completely eliminate lag at the cost of reduced turbocharger life.
On Modern hi-tech diesel engines, this problem is virtulay eliminated by utilising a variable geometry turbocharger.
Well, with a turbo you will have lag, as the more rpms you have the faster it turns, as talesin stated before hand. Which works really well on the smaller engines, inline 4, V6 and sometimes V8, but I usually see a dual(twin) turbo on the V8s.
So when you push the gas, your car goes as fast as it can if it didn't have the turbo, then boom, you get a surge in power as the turbo is able to spin faster thanks to faster exhaust flowing, to where you get more air in the intake, and etc. Which is why if you watch a turbo car, you will know when the turbo actually starts to add power, there is a sudden surge in the car going forward.
In cars, the device is used to increase the "effective displacement" and volumetric efficiency of an engine, and is often referred to as a blower. By pushing the air into the cylinders, it's as if the engine had larger valves and cylinders, resulting in a "larger" engine that weighs less. Turbochargers are more commonly used in this role because they use otherwise "wasted" heat energy instead of using up power from the crank, but the supercharger reacts more quickly to power application and thus outaccelerates a car with the same amount of boost being provided by a turbo.
Superchargers:
Superchargers are often considered inferior to turbochargers for several reasons. Firstly, a turbocharger is more efficient than a supercharger whilst requiring only 50% of the supercharger's manufacturing cost. In addition, turbochargers are able to reach efficient operating speed much more quickly than a supercharger.
The physical space occupied by a turbocharger is significantly less than it's direct-drive counterpart. This gives the opportunity of fitting multiple turbochargers to a single engine, such as in a "sequential turbo", where one turbo is tuned to give increased performance at low engine speed and another turbo is tuned to increase the high-speed engine performance.
An alternative arrangement utilises two turbochargers of the same type, known as a "twin turbo". This gives a large power increase for a given engine speed at the cost of increasing the lag-time for the exhaust to heat up sufficiently to drive the turbochargers. This lag can be addressed by reducing the size of each individual unit such that the combined output is still as great as a single large turbocharger without having to suffer the lag-time required to reach operating speed.
A final benefit of the turbocharger over the supercharger is the operating speed; It is not unheard of for a turbocharger to reach 200,000rpm. This is well beyond the operating specification of a supercharger.
To cut it short these are what I think were the most impressive cars of the day in no real order except that the last was by far the most impressive:
This go-kart's best time was just over 10.2 seconds @~130mph... a go kart...
<a href='http://img99.imageshack.us/my.php?image=usc0907kc.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/1554/usc0907kc.th.jpg' border='0' alt='user posted image' /></a> <a href='http://img99.imageshack.us/my.php?image=usc0926bt.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/3801/usc0926bt.th.jpg' border='0' alt='user posted image' /></a>
An Equipe Bond Bug, 3 wheels, one peice fibreglass body, one turbo charged motorbike engine, 400bhp, ~120mph quarter mile. Wow, just wow.
<a href='http://img99.imageshack.us/my.php?image=usc0307ba.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/3194/usc0307ba.th.jpg' border='0' alt='user posted image' /></a> <a href='http://img99.imageshack.us/my.php?image=usc0310yw.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/4190/usc0310yw.th.jpg' border='0' alt='user posted image' /></a>
The Jet engined drag car, this was used as a demonstartion to all the boy racers of what real power is, the fastest car at the show, did a 5 second quarter at >300mph. When they started it on the track a 40 foot flame shot out the back and toasted the specator's in the shed behind the line eyebrows, and the control gantry above the track shook and didn't stop till the car was at the other end. As my girlfriend wanted to video it, I held my hands over her ears (I've been drag racing many times before and seen this thing go so I knew what to expect, plus she's only ickle, bless her) - hence why my only pic of it is when they were towing it to the start. When it launched it hurt. Hurt in my chest, ears, eyes, everywhere. It hurt in a way thats impossible to describe other than sheer raw unadulterated power. My ears are still ringing.
<a href='http://img99.imageshack.us/my.php?image=usc0619os.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/9206/usc0619os.th.jpg' border='0' alt='user posted image' /></a>
A Kawasaki Ninja engined Rascal pick up, running slick tyres. Can't remember what it did but it was quick. Either way hella cool.
<a href='http://img99.imageshack.us/my.php?image=usc0761ga.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/4741/usc0761ga.th.jpg' border='0' alt='user posted image' /></a> <a href='http://img99.imageshack.us/my.php?image=usc0802rn.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/3221/usc0802rn.th.jpg' border='0' alt='user posted image' /></a> <a href='http://img99.imageshack.us/my.php?image=usc0794vx.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/2216/usc0794vx.th.jpg' border='0' alt='user posted image' /></a>
A Shelby Cobra replica with a 427 (thats 7 litres) Cobra big block V8, wasn't too impressive on the track as that huge engine made sure it couldn't get a grip on the tarmac and it just spun the wheels. Seriously pretty though.
<a href='http://img99.imageshack.us/my.php?image=usc1185zx.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/5100/usc1185zx.th.jpg' border='0' alt='user posted image' /></a> <a href='http://img99.imageshack.us/my.php?image=usc1171vj.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/9471/usc1171vj.th.jpg' border='0' alt='user posted image' /></a>
Some guy was riding around the pits on this. I just like it tbh <!--emo&:D--><img src='http://www.unknownworlds.com/forums/html/emoticons/biggrin-fix.gif' border='0' style='vertical-align:middle' alt='biggrin-fix.gif' /><!--endemo-->
<a href='http://img99.imageshack.us/my.php?image=usc0964zb.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/5435/usc0964zb.th.jpg' border='0' alt='user posted image' /></a>
Now what I thought was the star of the day, a Mk1 Ford Escort:
<a href='http://img99.imageshack.us/my.php?image=usc0344zd.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/1741/usc0344zd.th.jpg' border='0' alt='user posted image' /></a>
Doesn't look anything too special does it? Look closer though and you may note the slick tyres on the back, the plastic windows and it having no interior or bonnet. Look at the engine though and it all seems very ordinary, apart from the 4 into 1 manifold (which was cut off just past the bulkhead making it very loud and slightly more powerful) it it looks standard
<a href='http://img99.imageshack.us/my.php?image=usc0329ji.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/1407/usc0329ji.th.jpg' border='0' alt='user posted image' /></a>
That guy there is the driver. Not exactly a lightweight is he? Although his age almost certainly means experience at drag racing..
<a href='http://img99.imageshack.us/my.php?image=usc0122rr.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/2650/usc0122rr.th.jpg' border='0' alt='user posted image' /></a>
Experience which he obviously has as his burnouts (done before every run to warm the tyres) were bigger and badder than everyone else's except the pro modified cars - every single time he ended up sideways, literally 90 degrees to the way he should be going
<a href='http://img99.imageshack.us/my.php?image=usc0153pi.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/4968/usc0153pi.th.jpg' border='0' alt='user posted image' /></a>
You can just see him starting to go sideways.
Unfortunatly I didn't get a pic of his launch on his last run, but here he is making his way to the staging line
<a href='http://img99.imageshack.us/my.php?image=usc1090mr.jpg' target='_blank'><img src='http://img99.imageshack.us/img99/5909/usc1090mr.th.jpg' border='0' alt='user posted image' /></a>
Ok, the reason this car is so special was that despite its almost bog standard appearance and being close to 40 years old as well as being driven by a guy that has eaten all the pies as many times as some has shouted "who ate all the pies?!", every single run he beat the other car and the car lifted the front wheels. Every single time teh wheels lifted clean off the track. Obviously as the guy's ample frame was sat on one side, the passenger side lifted the most, but from looking at the car it shouldn't be possible at all! On his last run not only did he improve his best time by breaking into the 11's (11.997 to be precise @~ a shade under 120mph), but from where I was sat in the stand the passenger side wheel was easily a foot and a half off the ground. Thats plain insanity.
Fat old dude, you are my new idol.
<a href='http://sio.midco.net/davidb/memorial1.wmv' target='_blank'>Camaro SS</a> (Its a video file of his last run in May when he popped a wheelie so bad his oil pan went up in the engine bay.)
<!--QuoteBegin-Owner of the SS (Not me)+--></div><table border='0' align='center' width='95%' cellpadding='3' cellspacing='1'><tr><td><b>QUOTE</b> (Owner of the SS (Not me))</td></tr><tr><td id='QUOTE'><!--QuoteEBegin-->
First I want to Thank Joey, Ryan, Tommy, my son Ray and to everyone else for all their help over the weekend.
I thought I would pass on a picture of how my weekend went. Obviously not very good. The SS really ran great. Used just a 150 shot. Found out that I'm geared way to high/low for the 150 shot. I ran out of gear (I presently run 4.30's) by the 1000 foot mark, after that it was just engine. Rev limiter is set at 6900, nitrous shuts off at 6800. Still ran a best ever for the 150 shot: 1/8 mile 6.491 at 107.639, 1/4 mile 10.177 at 130.866. The other runs were 1.47 60' 10.188 at 127.374; 1.497 60' 10.187 at 130.059 - I have a nitrous bracket car Smile . The "wheely" run's 60' was a 1.42 from the back tires.
Not sure all what broke. It seemed upon landing that the oil pan got pushed up into the engine and possibly cracked the block. Only thing that ran out onto the track and in the pits was water/anti-freeze. We'll tear out the engine this week and see what needs to be done.
We'll also be changing out gears - possibly 3.90 or 4.10's.
<!--QuoteEnd--></td></tr></table><div class='postcolor'><!--QuoteEEnd-->
has anyone here had any experience with a twincharged car? i was reading about how HKS used to make a twincharger kit which would allow you to bolt on a turbo on a supercharger.
has anyone here had any experience with a twincharged car? i was reading about how HKS used to make a twincharger kit which would allow you to bolt on a turbo on a supercharger. <!--QuoteEnd--> </td></tr></table><div class='postcolor'> <!--QuoteEEnd-->
Actually Chrono, we don't have much info on superchargers. Perhaps Talesin can enlighten us. <!--emo&;)--><img src='http://www.unknownworlds.com/forums/html/emoticons/wink-fix.gif' border='0' style='vertical-align:middle' alt='wink-fix.gif' /><!--endemo-->
Your assignment, boys and girls, is to read the descriptions of both the turbocharger and the supercharger, and write below a 100 word essay on the pros and cons of each. <!--emo&;)--><img src='http://www.unknownworlds.com/forums/html/emoticons/wink-fix.gif' border='0' style='vertical-align:middle' alt='wink-fix.gif' /><!--endemo-->
Current Automobile : Seat Leon Cupra 1.8T 20V Facelift 2003
0-62mph in 7.7 seconds, top speed of 142mph. Much <3
<img src='http://www.zen18174.zen.co.uk/Car/Leon2a.jpg' border='0' alt='user posted image' />
<img src='http://www.zen18174.zen.co.uk/Car/Leon3a.jpg' border='0' alt='user posted image' />
<img src='http://www.zen18174.zen.co.uk/Car/Leon4a.jpg' border='0' alt='user posted image' />
And yes, that's my specific one and yes, it came with that plate. <!--emo&:)--><img src='style_emoticons/<#EMO_DIR#>/smile-fix.gif' border='0' style='vertical-align:middle' alt='smile-fix.gif' /><!--endemo-->
- Shockeh
Cost me a lot so far, but it's a nerdmobile