THOR Racing

Biggest reason here is they use SAE corrected power figures and we use DIN corrected. Just a slight different factor used in the calculation. Rolling road figures also change with tyre pressures, tyre sizes and transmission types. I've never known how they get such quick 1/4 mile times compared to us. Regards Pete

Why don't I just bring a trailer packed full of girls and leave the Dynapack at home? Probably get more business Pete

The vehicle weight is fully supported on the Dynapack absorber units. So for a powerful car you can actually see the suspension move as you accelerate. Plus it's safe enough that you can sit on the absorbers during a run. regards Pete

Thanks for all the positive response. Terry, The order is being placed this week and they (Dynapack) say it will take 4 weeks to manufacture and then they have to book it into the airport for air freight to Heathrow. If they time this correct then we'll have it in 5 weeks (worst case 8) As for location. We have a 5000sq ft warehouse which we've just rented (paperwork being signed soon). This is about 2mins off Jn3 of the M6, so easy access. The unit will be installed in the building but we are having a trailer made (bespoke) which will enable us to be fully mobile. i.e drive the car up on the trailer bed (which extends Thunderbirds style) and connect the equipment. We shut the doors and roller shutters (as it's a fully enclosed cell) and run up the fans. So we have a portable dyno cell we can use anywhere we have water and a three phase electricity supply. (in fact single phase will do, just the fans won't be that powerful) The trailer will also take about 8->10 weeks to make. So maybe a bit late for you. HOWEVER it does mean we can tow the rig to Leon's and you can set it up there, or anywhere you like. We plan on going to most of the shows we can this year (providing they still have room) and running dyno runs throughout the days. The Off site rig will be rented out at a day rate, so whoever rents it can get as many cars as possible or that they want and tune them all in the day. Or come to the premises and it'll be an hourly rate for a tune. (£100/hr) or just for a power run (£60, cannot be as cheap as normal roling roads as it take so much longer to set up, but you do get thousands of data logged info during the tune) The units are 400HP each and four of them make 1600HP capable for a 4WD system. What this means is you have 800HP capable for 2WD. Now if you're putting out 800rear wheel HP (or axel power more precisely) then you'll blow anything in the country away as you'll have nearly 1000BHP at the flywheel. Even Rocket Ronnies 4WD Skyline at 10 of the best last year wasn't that powerfull. Remember that was tuned on a similar system at Abbey Motorsport. We'll organise club events as well and we've got lots of parking so even spectators can come. They'll be games consoles, magazines, TV and video camera looking into the rig as well, plus a live monitor feed of the Dynapack computer screen for you all to watch. So we're not hiding anything. Regards Pete

Engine Tuning....... Just a quickie post to let you know about my new venture. I'm buying (this week) a Dynapack 6000 chassis dynamometer system. This will be a portable system trailer based system that I will deliver to your favourite engine tuner to enable them to extract the most power from your car. THOR Race Engineering Ltd if you want any more info please contact me on [email protected] or 07802 412969 (TRL Performance still remains by the way) Sorry for the none tech input. But I'm so excited I wanted to share it with you. Regards Pete

Umm. I wouldn't go bodging the temperature sensor on my car. Especially as the Jap spec car is built to run on higher octance fuel so the 87RON crap he was on about won't work here. Do this mod and you may as well say goodbye pistons. Measuring temperature is there for a reason. He gets away with it as his car, running as default on 87RON (which to be honest is due to cheap crap US fuel) I'm not knocing US fuel just the ECU's are built to run on the crap stuff as well as the good stuff. Our Supras are NOT! Regards Pete

remember I said it was already ON Leons car and then he took it off to fit the full FMIC kit and sold it on. It is a HKS pipe! not a Leon made pipe. But nothing to stop anyone making one up! In fact I'm going for a full FMIC in the not too distant future so you could buy mine. This is also dependant on when my mate gets his new design of front bumper finished. Regards Pete

Worked perfectly. Still does work! The HKS BOV is still in the same location, I've just bunged up the stock one. Correct. Regards Pete

That's an old photo. I no longer have the stock BOV. (It was broken anyway!) I've just capped all the pipes to it off. I used 22mm copper end caps, normal plumbing use. A bit naff and I intended to replace with some proper rubber caps but never did. I'm not sure where you buy this from as I purchased it from Leon who had it fitted to his car and then went for a complete FMIC replacement. So I just got it 2nd hand. Regards Pete

In fact I've just found a close up...... http://homepage.ntlworld.com/peter.betts/supra/TechTips/pump.jpg Regards Pete

Look at this.....attached http://homepage.ntlworld.com/peter.betts/supra/TechTips/enginebay.jpg .... it has the BOV in the ali-pipe. Is this what you meant? Regards Pete ps That's my water injection pipe coming out the top (tiny blue pipe) and I don't have an aftermarket intercooler so it's attached to stock piping.

Is this a standard ECU? or a replacement? (like Mines, AEM etc) Did it ever work properly? How sudden was the change to it not working? Gradual or abrupt. Maybe I've missed some history here. It's like the speed and load calculations inside the ECU etc are mucked up. (probably due to some sensor failure) Ummm... getting more diffifult as time goes on. Pete

I've never tried backlighting the facia dials with E.L. wire, but I guess it would work. My only critisism would be the dispertion pattern. With the ordinary dials the dispertion pattern would interfere a little. MAYBE! Depends a lot on how you place the wire inside the speedo head. But if you have an ordinary white dial repalcement already this is very UNlikely to have the dispertion pattern on the back and therefore the E.L. wire would be great, but again experiment with the layout of the wire inside the casing to get the correct light levels across the dial face. Do not put it too close to the dial face. Instead curl a loop (or loops) of it up and stick to the plastic backing. That way the intense light of the wire won't just appear like a line on your guages but a more diffused softer light. In theory anyway. E.L. wire and the inverter can be sourced from Farnell easily enough. Regards Pete

The reason is an engine produces different torque levels at different engine RPMs. Usually the figure quoted is the maximum/peak torque point and nothing more. You get torque at any speed, just how much changes. Same as when they say you get 320BHP at 5400rpm or whatever. Its a peak. It's torque and rotational speed that upsets dynos and rolling roads, not BHP. I've seen some guys actually left foot breaking a car during a dyno run just to limit the peak torque to below the maximum the rolling road can handle and then release when the engine speed has gone past the danger point. Reagrds Pete

Here's what I did with a mates Red MkIV (I've done the same in blue on mine) I used E.L. wire instead for the backlighting. Better than LED's and easier in this instance than E.L. sheet. http://www.trlperformance.com/personal/EL_Dash/el_dash.html Regards Pete

It might use the MAP sensor for low load fuel trim of the closed loop system. But at some point, when pressure increases or rate of change of pressure increases above a certain threshold it switches to open loop and I'm 90% sure it only uses the MAP then and ignores the O2 sensor reading. But I have no evidence to back this up as I cannot see into the ECU programming. Regards Pete

Ummm.. I'll have a go. For a start the AFR is connected to the MAF or MAP sensor. The closed loop control for fueling uses the O2 sensor and not the MAP sensor. Open loop control (i.e. on WOT) uses the MAP sensor and not the O2 sensor. If the AFR connects to the MAF then this may well affect fueling but normally the HKS AFR attaches to the MAP. In which case I cannot see how any changes to the AFR will have any effect on the closed loop cruising fuel. Regards Pete

The ETCS is the Electronic THROTTLE control system. Plug it back in!!! Regards Pete

Not really. The way most are plummed in is in the pipe from the turbo bleed port and the top of the wastegate actuator. The secondary port on the wastegate actuator is normally blocked (capped) or the VSV unplugged (which amounts to the same thing) The secondary port is there to provide a sharper response from the wastegate valve opening. It bleeds air to atmos' and only shuts at a level of +ve boost. This shudden blocking of the bleed means that any boost from the turbo will now suddenly exert a force upon the wastegate actuator diaphram, which snaps open and subsequently so does the wastegate valve. By blocking this off pressure bled from the turbo is exerted on the wastegate actuator all the time and gradually opens the wastegate. So slowing down boost build up, as some is being bled all the time, as soon as boost starts to build high enough to start to open the wastegate valve. Might only be a tiny affect but nevertheless, the very action of fitting an aftermarket electronic boost controller like this will have this type of affect. Regards Pete

CAN = Controller Area Network. It's the physical transport medium for the communications protocol (which is OEM specific). All cars MUST use this by 2005. The new XJ Jag is CAN and so is the Vauxhall Vectra. (yes that one in the 'orrible adverts!) More and more are entering the market. As for reprogramming etc. If the car has an OBDII diagnostics interface (i.e. likely to be year 2000 and above, certainly all european cars MUST be OBDII compliant for 2000 and above) then this might be a possibility. You can change certain engine parameters via this diagnostics port. But ONLY if you know the correct code. Mainly found via random search. Regards Pete

remapping the stock ECU is not possible without extensive rework, so far as I can tell (having looked inside), so if he can do it I'd like to know how. Most people use the term re-mapping and chipping to be the same generic term. "I'll modify the engine control" is what they mean and I don't think it's meant to indicate a method. Less and less nowadays anyway. Most people I've come across who say they can "chip" the Supra mean put an FCD on and/or boost controllers etc. Generally modifying the sensor outputs to effect a change in the stock ECU. You'll find it harder and harder to modify modern ECU's via the traditional "chipping" method. The manufacturers have become wise and keep moving the maps around in the EPROM memory space, so the tuner is forever chasing it. Plus they are becoming increasingly encrypted as well. The solution to engine tuning is going away from "chipping" and more into piggy-back ECUs and/or full repalcement ECUs. BUT! even that is becoming harder as many of the vehicles functions are communicated via CAN and no longer dedicated sensor wires. It's all serial digital communications. Regards Pete

No Catalytic converters fitted.

Do you have your engine under tray still in tact? Removal of this under tray can seriously effect the high speed stability of the Supra. Regards Pete

Not sure what the question is? Sounds like he fixed the reason for the failed emissions? Does it stall fail? If you have 0 CATs then it's likely to. Either replace one of them (the centre one is easier rather than the downpipe one) and try again. Or get a friendlier MOT station. Regards Pete

Hope this helps Adam, doesn't appear to be too difficult?] ....... Pete Select duty cycle = 80% BSFC = 0.55 # of injectors = 6 (obviously) QUOTE: " The following formula is used to properly determine injector size: Injector Size = (Engine HP (Flywheel)) x (BSFC) / (# of injectors) x (Duty Cycle) [Where / means divided by and x means multiplied by.] Injector Size - Flow rate in lbs./hr Engine HP - Maximum engine horsepower at the flywheel BSFC - Brake Specific Fuel Consumption (BSFC) is the lbs. of fuel an engine consumes per HP per hour. It is simply a measure of how efficiently an engine is at converting fuel to horsepower. It is very important to use a BSFC number that is close to your actual number. If it is not, the injector will be too small or larger than is necessary. The following are some general guidelines when choosing a BSFC number: Low to medium performance street engines: 0.50 Performance engines with good cylinder heads: 0.45 Race engines with very efficient cylinder heads: 0.40 - 0.45 Supercharged and Turbo-charged engines: 0.55 - 0.60 Supercharged and Turbo-charged engines run at richer air/fuel ratios that raise the BSFC number. They require larger injectors for the same horsepower as a naturally aspirated engine. Add 0.05 for marine applications, as they need to run richer than a comparable automotive application due to continuous wide open throttle use. Duty Cycle - The duty cycle is the maximum amount of time you want the injectors to be open at a certain horsepower and injector size. Under most circumstances you don’t want an injector to be open more than 90% of the time at the most. Marine applications shouldn’t exceed 80%. Injectors are rated at 100% duty cycle (static flow). When calculating injector size, round up to the next nearest size needed. For example if you calculate 26 lb/hr and have a 24 lb/hr and a 30 lb/hr to choose from, select the 30 lb/hr injector. Examples: 400 HP street engine - Number of injectors = 8 Injector size =(400 HP) x (0.5 BSFC) / (8 injectors) x (0.9)= 27.7 lb./hr 600 HP Supercharged engine - Number of injectors = 8 Injector size = (600 HP) x (0.57 BSFC) / (8 injectors) x (0.9) = 47.5 lb./hr Injector HP Chart for Typical Performance Engines The following chart indicates recommended injector size for typical naturally aspirated V8 performance applications. A BSFC of 0.45 and duty cycle of 90% is used for the following recommendations. Use the formula above to calculate your injector size if a different BSFC and duty cycle is required. Injector Size 14 lb./hr 19 lb./hr 24 lb./hr 30 lb./hr 36 lb./hr 42 lb./hr 50 lb./hr Horsepower Range up to 225 225-300 300-385 385-480 480-575 575-670 670-800 The following chart provides maximum horsepower levels based on injector size and various BSFC values. Note that this is at 100% duty cycle and 43.5 psi; raising the fuel pressure will increase the maximum horsepower. See the text below for fuel pressure and injector flow calculations. Fuel Pressure and Injector Flow The pressure at which an EFI system runs affects the flow of an injector. Most fuel injectors are rated at 43.5 PSI. Increasing the pressure above this increases the flow and lowering it decreases the flow. If an injector does not flow enough at 43.5 PSI, the fuel pressure can be raised to increase the flow rather than having to change to a larger injector. It is best not to raise the fuel pressure much above 60 PSI. Certain injectors will not open properly at higher pressures. Fuel pump flow also decreases at higher pressures, so make sure your fuel pump flows enough if the pressure is raised. Remember that on a supercharged or turbo-charged engine the fuel pressure will be raised above the base fuel pressure by the extra boost that is produced. In other words if the base fuel pressure is 43.5 PSI and you have 10 PSI of boost, the total fuel pressure will be 53.5 PSI."