jagman

I was not intending to belittle your post , but sometimes we get caught up in a world of Data and forget the bleeding obvious ,aided by the tuning world probably the biggest improvement to the braking system would be a small electric fan and some flexible conduit plumbed into the disc dust shield to provide forced cooling why don't race cars do this ? I don't think they are allowed , we however don't have rules:eyebrows:

I googled it . Typical ratios for master cylinder are around 30 to 1 too much can be as bad as too little. And of course the ABS will kick in way before you approach any maximum pedal pressure. Someone could I guess google how much % pedal force it typically kicks in at , but for sure you will have a lot more leg force left than the system could use , and any excess brake force is pointless as the wheels are locked up

Somewhat flawed,in a perspective point of view: it's pascals principle in use, the force gained ( multiplied)is from the difference in piston sizes between the input piston ( brake pedal cylinder if you like, and the output piston size ( caliper piston area) , the work difference being the distance of the pistons moved,and the force being the brake pedal pressure multiplied. Given the master cylinder is the same in all cases . Let's say 10 lb pressure is applied and multiplied 1000 times so output force is 10000 now let's use 1/2 the output piston area ,(a lot smaller piston indeed) the result is only 5000 ,lots less eh! , but to get the same force as the much bigger first case , then all we have to do is push the brake pedal twice as hard! But we only applied 10 lb,not the end of the world to simply apply 20 lbs to get the same brake force , despite only half the caliper piston size!! Now factor that against the different brake piston areas and make a guess at how much pedal pressure we make!! Then also factor the difference in pad areas compared to piston areas to get the force / area it's not that hard to add foot pressure to the brake pedal and lots cheaper

So the world can now look away,until the next spill........ The failings go unpunished, no blame,no prison... Meanwhile the subprime fallout continues,the banking industry ( what do they produce?)tells everyone recovery is in progress, bonus culture returns,no blame,unpunished,no prison,plus ca change....

If you are passing over 750 cubic feet of air every min through the engine, just how much is cranckcase blowby/oil mist ? would this really have any effect that is noticeable on octane? Strikes me that 750 cubic feet of air is a large room full..

"Also this is a point of Law. You can wear what you like in this country, it is a free country, no law tells you what you can and cannot wear in public. But privately owned places like shopping centres, petrol stations and nightclubs etc can discriminate on what you wear, whether or not they want your business based on what you're wearing is up to them." But muslim women are told what to wear, some would say they choose , but I have seen young girls at the beach wearing the full gear , paddling in the water ; they dont want to be wearing all that clobber ;they are told to by their parents When individuals choices are restricted it is not progress - If we followed custom and had no choices , or ability to decide for oneself we would not progress We thought the world was flat until the revolutionaries thought differently - they didnt follow custom and practice - Religions need to move with the times or they will remain 700 years out of date and collapse in the end

Your injectors should be fine , at low rpm there is low airflow even when under more boost so injectors should easily cope . Yes there is more boost low down but relative to the airflow at high rpm, fuel should never be an issue

Pm,ed , I'm close to you and can collect

Do you still have a cat fitted? Of so is it blocked/ shifted/ loose?

I think you will find that the oil level and cat warning are voltage sensitive so rather than fit a voltage stabalizer or regulator for these two , they just light them up as their warning is now unreliable with lower voltage , ie with no alternator output. The soarer is the same it's cat light comes on with alt failure

http://www.bbc.co.uk/news/10506798 Well done ! at least you are not in the 1/3 that wont even get to interview!! Tough times , hope you get a chance at some sort of career , what field are you looking at? hope you dont say; media studies , or I will take some fries on the side

Just seen the you tube clip. That charger sounds knackered,it may explain the lower boost partially - where did you get it from?

Had some Braid wheels before the d sixes which I prefered, Is that correct that it made 655 ft lb torque? I never saw any dynos after the engine was done as it went to Owen Dev, if it is correct how many cars have exceeded this?

http://news.bbc.co.uk/2/hi/business/10557724.stm You think that's likely??!!!!!!

Every component was weighed, and balanced across the engine,the head was done by my mate, who does all the radical race engine heads, it's a one off , it was cc,d, valve seats done to maximise heat distribution and flow, ported to speed up spool ( which it did) real old school craftsman. I always expected the engine to go long and strong,,

Well Jamie I rebuilt the engine on that and I can tell you it was a proper job,some external parts may have been altered /added , the head was also a nice job too- I would not have expected any issues even if ragged silly - top job was done mate ...

What you see is all part of a timeline in social change, post war (that's 1946 to the younger members here) around 90% of blokes repaired/ maintained their own car , today it's around 10%. Previously knowledge was gained from books,magazines, or other people . Car/bike nuts met at tracks or local cafe,s or pubs they swapped ideas or showed off their latest build, and raced along the newly built dual carriage. Then came the Internet....few read books,as it's simpler to just post up a question, that's why there are so many " my battery won't charge" or " how do I replace my brakes " type posts. Magazines are more about dream building,advertising,and show cars,than they ever were,and modern journos woefully lacking in knowledege(google is their friend) Car forums will slowly change to reflect each generation,the spelling and complete lack of mechanical or electrical knowledge will continue as schools focus on more computer driven topics. The forums provide quick answers in a world of speed, where long posts take too much time to read. They also substitute the cafe weekly meet and banter and race down the bypass. It's not the same, and I do wonder where it ends up... Now what's the best brakes I can fit ? Answers in multi choice please..

To measure downforce you simply fit pressure sensors , piezo or strain guage and go for a drive , then repeat on the other spoiler. Max angle just over 14 degrees then the wing stalls The upper surface is the lower wing surface;)

Oh yeah - the trd is a 2 stage wing , with at least twice the area, and not bolted to the back with inverted winglets on the end.But using endplates and curved trailing edge- I m sure it must at least twice the lift as they got the original so wrong

Doubt there much difference , the spoiler areas are similar ,so its down to the Coeffcient of lift for any changes between spoilers - As the CofL is unknown makes it tricky However you do know the downforce on stock so you could calc its CofL and see how close to maximum it is or how much margin there is left

To answer the OP,s question , for effective down force the rear spoiler is actually a rear wing but upside down, so lift is negative and related to the square of speed, but to work has to be in clean air ie a couple of foot higher than the car body- hence the daft looking elongated struts such things are on. For effective turbulence control the spoiler is nearer the body , the stock one is probably a mix of both , but more geared to fuel saving than downforce.

Ailerons operate to both increase lift and decrease lift , so one wing moves up and the other down , ie one aileron goes up and the opposite wing goes down.

Air brakes are called spoilers , and are classified as either flight spoilers or ground spoilers , they however do the same thing , they remove lift as a primary function and add drag as a secondary function. On the ground , the ground spoilers operate to remove all lift generated by the wing so as to allow the brakes to work , ie the full weight of the aircraft is on the wheels,or else the aircraft effectively "flys" along the runway and cannot stop. The term for automotive use is probably due to the removal of lift as a primary function , removal of lift= downforce. However the " spoiler" on a car does more than remove lift , it is used to also reduce turbulence,and also to add drag .

I dont think it's just a question of cost of conversion to Single, its also the added cost keeping an old car on the Road ,brakes , suspension, electrics, and on and on. If people expect £2-3000 a year on repairs,high fuel cost,they would not be far out, the problem is people don't. Conversion to a single is only a starting point of costs not the end point "worth" is a mute point, is a new mid range car worth £20-£25 k?

Most buyers of the Supra are young, and thus need instructions to operate a screwdriver,this leads to a huge amount of anxiety when buying something without a warranty or means of blame. They also live on computers and have the ability to e- mail you to the point of suicide with bizzare questions . Despite a complete lack of any motoring knowledge they are master car valuators and can without seeing a car actually value it , with enough e-mails sent. Hence the 3 word response from sellers I suspect. The average house sells with a total viewing time of 30 mins,a car however somehow requires a lot more time and effort , much Reading of forums , price guides, magazines , etc ......