tomfromthenorth

I've been looking at these pictures. Your nose looks fine as it is, if a bit 'busy'. The moustache zed above looks good because it's really clean. If you did that it would highlight your number plate and you wouldn't get that clean effect. Plates in the window look cheap. I think your onto a loser really, it will look no or better or worse.

I've got 4x BBS 17 with tyres mate. If youre coming to TOTB you can pick them up there. That was a beautiful car. You can borrow mine if you pick them up holding a can of white spray paint :biggrin:

Just read ypur thing about it being EVC not EBC. My understanding of this is that HKS simply call it that as there are valves in an EBC, not like engine intake and exhaust valves or VTC or any of that stuff. Just in the middle of that vac/boost line sits a black box full of circuits solenoids and valves.

A turbo has 2 bits. The exhaust side that drives the other clean air pressure side. There is a small silicon hose/vac line/pressure line that goes from the clean air side back to the exhaust side. This silicone pressure line has whatever pressure your turbo makes inside it. This pressure goes into the wastgate actuator which is a sprung piston that when it gets the pressure moves a rod to the wastegate that stops the exhaust side generating any more pressure by venting exhaust gas round the turbine. A manual boost controler or boost jet, changes the diameter of this line a bit and fudges the pressure it exerts on the actuator. An EBC nips and releases the line in the middle basically all the time to actively and intelligently fudge the pressure going to the wastegate.

No I'm talking rubbish oil pressure is in Kg cm2. you're right stock gauge is mmHg

Haha just realised the stock boost gauge I have is in Kg/cm2 I think so I have 3 boost readings that hopefully say the same thing in 3 languages :blink:

mmHg is american, millimetres of mercury, what a daft measurement based on some sort of vial of mercury benchmark. My boost controler is in Kpa, KiloPascalles which I think is metric, I work in Psi and Bar.

Awesome, nice to learn or at least check you're right about stuff. The jargon and terminology that surrounds these cars and tuning is boggling, I'd hate to be the guy that keeps saying... er... VVTI, thinking it stands for Very Very Turbo Indeed. Variable valve timing inteligently controled (I hope)

I don't really know what shape the stock manifold is, I thought it was kind of linear 1,2,3,-turbo. That aside, divorced downpipes then, so is that after the turbo? Thats the wastegate gas and turbo gas in 2 bits of pipe???

I have a HKS EVC 5 (V). It reset itself the other day and I had to set it up. I fumbled through the menus and managed to sort it out. I have a seperate boost gauge that read 5 psi. My EBC is in crackpot units, mms of Saki or Kilopascalles or something so it stays in the glove box.

Ive just seen the firing order it is 123456, that isn't what I expected. So the 3 pulses are going to arrive almost in one lump. That will add torque right, so at low revs it is getting "whack... ...whack" rather than a flowed "pop-pop-pop-pop-" that would give top end right?

So lets talk about manifolds. To spool a turbo don't you want evenly spaced pulses of exhaust gas hitting the power turbine? So on an evo or the like, you get a one of those octopusses orgy looking manifolds. That makes the pulses from 1-3-2-4 arrive as a constant rhythym through varying the pipe lengths? I think I have heard the contrary.

I am going to start a new thread, meet me over there guys :-)

I've had a quick read up, gasses cool and become more dense and slow down, if the pipe expands they will also slow down. We forget tuning is a proper science after the first round of swapping stuff and get serious. There is also talk about quick exhaust gas using it's momentum away from the closing exhaust valve causing a pocket of low pressure, this low pressure helps draw the next packet of exhaust gas out of the chamber.

Oh so if you heat wrap an exhaust it holds the heat in, the gasses cool less and they leave the exhaust faster? Why do gasses expand as they cool? Sounds counter intuitive.

With mine it means that it runs at wastegate pressure, not safety mode, the mechanically defined pressure the turbos produce without any sort of influence. For me that is 5psi! So yeah, turn it on set it up and leave it on at 12psi or something :)

Love it :) That car has come a long way from when I first saw it mate :thumbup1:

Not trying to wind you up but all I can suggest are the idiot checks, is there oil in it and is the pressure gauge working. Other than that I don't know enough to help mate. Hope you get it sorted your car is beautiful :)

There is probably a selection of iveco diesel ones or something that will work, I wish I had a picture of stock vs these monsters but they are so much bigger and beefier and not plastic lol. I was worried about increasing lag, as I have two really small turbos that have to pump up two massive metal boxes before getting the air to the engine. Well as sensible as that sounds and that you would expect it to reduce response, it is a lot more responsive. I wish I wasn't feeling so crap or I would be out in the car now, but I feel I should be on my A game before driving that thing in the wet.

Sorry I was late to spot this thread :ohmy: all the best from me too guys, better to have a shot across the bows and get things looked at :clover:

http://www.conceptzperformance.com/Cart/description.php?II=3306&Car_Type=300&UID=2014060809141031.48.55.132 Pricey I know but I had so much done in the nose of the car I was going for buy expensive buy once, and save on labour at the same time. The car is noticeably faster, smoother, it must be 30 bhp because its not even a subtle increase it is something you can feel in your neck.

No I meant A3 like a big sheet of paper :lol: they are huge. Hang on Ill get the link. I like the idea of sitting in the sun car watching too mate :)

Sorry for the delay we were out from 11 till 2 looking for a 19 year old lad who unfortunately drowned trying to swim across a river. We were called to a fallen mountain biker near Dundee who had cuts and breaks but the air ambulance couldn't extract. We dropped the winchman off in the field, ran for fuel and then returned for a winch recovery. For all the hype and stuff on tv, a lot of the time you can land and pick people up but this was a proper winching job. We started high with a flyaway, with the hook to the wimchman we then descended briefly in order to improve hover references and ensure that we picked them out of the trees safely. This was about 2 minutes where of anything went wrong we were committed to a nasty crash but was safer than spending ages trying to do it at height. The initial winch out is at a good 200+ feet, we recover nearer 150. Chunky on a lot of cable: http://youtu.be/6gJH7xNSxTg In that picture you can see the slight clearing and the air ambulance. [Video deleted when I got that telling off for the drag racing]

We were high above a quarry and we were flyaway (with height) pulling about 90% torque. There was no option to land as it was on a steep wooded hillside in Wales. Ideally you don't ever want a person on the wire more than 20 foot above ground or 50 foot above water. Sometimes there is no choice and you have to accept the risk. We could have descended the aircraft to reduce the exposure for the winchman but this would have given us a really ugly commit into trees, so we just winched out at height, about 200 feet. I have 3 options on the winch, Winch in Winch out Cut I have to plan to preserve the winchman throughout the evolution. As the winchman goes out the door of anything goes wrong I will winch in and hopefully get him back onboard. Below that height he will get dragged through trees so I will winch out and cut before the drag gets dangerously fast. Inside the quarry he is in trouble, I will have to just react as best I can and cut as appropriate. In this instance I put him out over a slight pond just incase it made the difference between broken and dead. This should show his exposure to danger That may seem a load of information but todays job involved all of that stuff, I'll put the video up tomorrow now, but today we winched a bloke out of trees from 200 foot up, the trees were a good 100 foot tall. The thing is though that for the extraction to guard against a wobbly hover bouncing the winchman and casualty off trees, we descended from a high flyaway into a lower commit (to a horrible crash into trees) in order to give the pilot better hover references. This meant that we traded 3 minutes of risk against a safe extraction from the woodland. I hope this is of some interest, I'll get that video up asap, its good. :) Oh and sometimes the hoist lets go which is why we avoid winching out at height. Only like 1 every 5 years or something.

Another story today but while the video is uploading (slowly) to youtube I can do a little lesson in SAR. At all times during the flight of a Sea King you are in one of three flight conditions, Safe single, Fly away, Committed. We always keep track of this, when a pilot calls a safety state, all of the crew parrot it back as confirmation. The reason for this is that a Sea King has 2 engines. The safety states refer to what will happen if one fails (one failed at Boulmer today so they do conk out from time to time). If you are hovering and both engines are working at 50% and one fails, then the other one will scream it's tits off and run up to 100% and after a brief shudder and wobble you will still be in the hover. That makes sense, in reality the numbers are different but that's because you can rev an engine above 100% for a few seconds. So here is the Tom Wilson safety state poster... First one then, the very rare safe single, this is what it might look like while winching. Safe single is normally associated with being on the fuel light, or it blowing a gale. You rarely are pulling that little power. Third safety state committed, this is also obvious, if you are pulling lots of power you're going down, but this should be planned for so that you are commited 'to' something, like the top of a cliff. Or the middle state flyaway, this one is harder to define because if you have enough room you will always be flyaway, for complicated aerodynamic reasons a helicopter uses less power flying forwards than when hovering. So you sit high and plan to stuff the nose down and get the coals on, gain some airspeed reduce power and keep speed on before either re starting the engine, or doing a running landing somewhere. My job is to not kill the winchman and/or casualty while doing these things. A job that highlighted this was a winch into a quarry...