irokin

I noticed today that the forum search hasn't really been working properly since the move so I've fixed that up (thats what the little hickup before was). As an added bonus you can now search for things like 4K, 5K, 4A, 2T etc etc without having to use the dodgy trick to get it to work. But! Always remember to use quotes around your search term, e.g. 4k carby will turn up garbage results "4k carby" will turn up useful results.

Community based moderation is something I'm interested in... just too much coding effort to get it off the ground at the moment.

Might be one in Teddy's gallery: http://www.rollaclub.com/board/index.php?a...q=sc&cat=14 Edit: http://www.rollaclub.com/board/index.php?a...=si&img=269

But heres the problem, the engine flows it at temperature. Substantially so, in excess of 600degC at the head for a turbocharged engine and 50-100degC for the turbo cold side. The net result for the volume of gasses at a fixed temperature produced during combustion is actually negative. Without the expansion due to heat, engines powered by gasoline would not work. For that same reason I suspect this would be the major flaw in your plan. Hot gasses also flow considerably faster than cooler gasses and turbines are designed to exploit this. My other concerns are; Low response rate due to two lots of inertia to overcome. No direct feedback loop for exponential boost. Wasted energy in the dumped air from the large turbos exhaust Hitting the large compressors surge limit as you would with a turbo using a small turbine and large compressor combo. I can't see how this system could provide extra response by adding more complexity nor how it could provide more horsepower being that the small turbine is still going to choke the power. Ultimately why not put a small turbine on a large compressor? Surge problems aside isn't this essentially the same thing at its most basic form? Occam's razor: "entities must not be multiplied beyond necessity"

I'm hardly surprised people hate your constant trolling.

Gee trev, you sure showed me how wrong I was ;)

51 but I don't think people really pay much attention to ranks around here. I don't anyway.

Sounds like something Steve Ballmer might do... ;)

The code for activation emails for all the forum software I've worked with is executed when you signup. So the email should be in the pipes from then and arrive in <10mins. Certainly if you don't get it after 4 days, chances are its not coming (unsent mail usually expires after 4 days).

Pretty much non-existent. I use a supah secret method few forums actually know about :jamie: I approach this kind of thing with the view that malicious users are going to jump through the hoops to achieve their goals so why make it difficult for genuine users? What have you achieved other than driving away potentially valuable members? Others view it differently and thats fine, I'm not one to tell them how to run their forums. I guess I'm lucky to have an anti-spam solution that works 99.999% of the time and dedicated moderators who deal with the few persistent troublemakers exceptionally well.

I think you'll find she made the new headers you see up the top.

I'm pretty sure trevs just trolling because thats a really really stupid idea. Regarding sequential twins, you just need to look at how poorly manufacturers set these up to realise its a bad idea. A huge amount of factory sequential twin setups I know of suffer from flatspots or power choking. As such usually the first thing to do when modifying these is to turf the sequential twins. Do you really think you're going to be able to spend more on R&D than a major manufacturer? You might end up buying half a dozen turbos before you find something that works together almost properly. For parallel twins the whole idea here on larger motors is to overcome the inertia of large single turbo thus providing more response. I think for a small capacity 4cyl motor you're going to see negligible to negative gains with a parallel setup. Because the motor is small you're already running a low inertia turbo. A smaller turbo isn't going to lose a whole lot of mass on its rotating assembly so no real gain in response. Further because you've now split the exhaust flow you're only getting an exhaust pulse to the turbo every 360 degrees of crank revolution. A 6cyl twin only has to wait 240 degrees for a pulse which is just 60 degrees away from a 4cyl feeding a single turbo. Now you could propose to aggregate all 4 cylinders into one manifold then split the pressure off to two turbos. The problem I see with this is that unless you're some kind of fluid dynamics genius you are always going to be feeding one turbo with more flow than the other. You would need to take into account everything from manifold design to turbo placement (probably angle them at 45-90 degrees to each other) and very carefully manage downstream flow such as dump pipe and waste gate convergence. Packaging this system with something close to balanced the flow for each turbo is going to be almost impossible on a K motor and difficult on an A motor. Basically what I'm trying to say is, forget it. Too much effort for little to no gains. You'd be far better off putting your efforts towards selecting the ideal single turbo for your application, getting a high quality manifold and doing all the other mods to the motor properly than doing a half arsed twin turbo setup.

Man thats a really poorly researched and written article. Slow too, the cosmic rays thing is more than a month old already. I would have expected better from the BBC.

A lot of people wouldn't have seen it but new members currently see this: Right up the top, in big huge letters. Most people who miss it are only here for the for sale area so I find it hard to sympathise. I seriously doubt a popup is going to be any more effective, people just skim over or ignore this stuff anyway. Its not the ideal solution but it is effective at stopping spambots. IPB3 has some new protection measures so we can do away with it once that upgrade happens.

The bug has bitten!

Its on the oil cap of the KE70 (and elsewhere) so i think your safe.

The last read problem is something that's been around for quite a while, software version wise. I haven't really looked into the code so I'm not sure exactly how it works. A few niggly bugs that have cropped up have highlighted the need to move to the new software version (support for the current version ends in June and there hasn't been any major software updates for a while). So I might look at doing that in the next month or two. The PM issue I haven't heard of before. I might try and replicate it later. Again the new software version might fix this but it sounds like some kind of weird caching error. Do you use a proxy server or opera mini, something like that? I really don't mind bug reports/complaints. I don't take them as any sort of criticisim, I don't mind doing the work and they're entirely necessary. I can't really be across every feature of the board so I need extra feedback from you so I know where the problems are. :thumbsup:

+1 You know what else makes your car "feel" tighter? A big fat placebo.

Grab a cheap SR20 manifold and a set of 3T/2T extractors. Cut manifold flange off SR20 manifold and 3T extractors then have someone weld SR20 manifold onto 3T extractor flange. Job done! No kidding, they line up almost millimeter perfect. The only problem with this plan is that most cheap SR20 manifolds are stainless and you're probably only going to find mild steel 3T extractors. What you could do is get the 3T flange and send it to someone like 6boost and have him weld it onto one of his SR20 mild steel manifolds. Probably wont get much/any change from $1000 but you'll get the turbo flange pattern you want, top mount or low mount and one of the better manifolds around.

IP is legit.

What a screamer. Awesome! :blush: NZ must be a fantastic yet terrifying place to rally. Some of the unguarded drops I saw while I was over there, bugger that!

Like this:

If you look closely it is plumbed back in (and the car looks like its running) but you should definitely not have those two hoses plumbed together. The one on the left is the supply for the idle air stepper motor and the right one is a crank case breather. Plumb the left one into the intake where you've got both lines running at the moment and the right one to a catch can. Is there a specific problem you're having or just wondering if you're doing the right thing with those hoses?

By all reports email seems to be working great now. Probably better than it ever has.