slngsht

:cooldude:

Won't be the last time- I'm sure

you need me to get out of my porsche and give you a push? just kidding. looks fantastic

I didn't even know that

:rofl:

good for you. I'd tell him to f**k off too.

:rofl:

How do you guys think Frankn7 ended up with 480hp? I've been stealing all your free horsepower. But please, keep the loose women part quiet. :rofl: Mike, congrats!

I went to this for the first time last year... had a great time.

:rofl:

If there is no NOx measurement, a good tune and lean mixture will get almost any pig through :leaving:

so, it had racing break pads on it - that could explain why the effort was high when I drove it - pads were probably too cold.

don't give up so easily... is the test a dyno test, or just emissions at idle?

also, don't forget big wheels and tires add weight in the worst possible place... you have to accelerate them linearly, rotationally and control their bounce. I have big wheels and suffer from this...

have them lean out the carbs and pray it works... adding a cat without having a closed loop system is a crap shoot.

well, the car rotates around the virtual point connecting the lines perpendicular to the front wheels and the extension of the rear axle. That results in a translation, and a rotation motion on the center of mass. So, I think you still want to minimize the polar moment around the center of mass.

I never had a vanity plate before, so my seven was the first one... FRANKN7

I don't have a stalker, but can add some data to this discussion... in its original configuration, my car had cast iron exhaust manifold, and the exhaust down pipe stayed inside the car as it went down, then exited near the bottom of the chassis. I had a fully covered foot well area, and in summer days, it would get so hot, my right foot would be in pain. When I redid the engine location, I put long tube headers on, and the headers leave the head and directly exit the chassis at the hood line (with no hood). Even with no firewall at all (at first I drove it with nothing between my feet and engine compartment), it was quite comfortable. Now I have a hood on, and while it's definitely warm, it's nothing like the original configuration, even though I had heat shields in the original config. So... slomove's assessment is right on... the temp has a lot to do with how quickly the exhaust exits the engine compartment, and venting in that area.

yes. polar moment is it. losing my noggin. let me go find that BSME degree that's in the basement somewhere :rofl:

I think it's pretty neat.

way to go John. Everybody knows V8 sevens are slow :rofl:

welcome aboard Beags... a lot of knowledgeable folks here. read up and ask away. Be sure to check out locostusa.com as well, if you haven't already. What type of software work do you do?

I'm not sure having a rear mounted transaxle is an improvement. Yes, it does transfer more weight to the rear, but I think it increases the rotational inertia of the car (can't think of the term... I mean resistance to change in yaw). You want the majority of the mass as close to the center of mass as possible. pushing the engine back, then tranny, then axle accomplishes that - or a longitudinal mid engine design. Even with the big lump in my car, I still have rear weight bias. There is alot of material out there on the corvair design... and 2 kits to change the corvair to a mid engine configuration with normal rotation. Also look at the tempest configuration... same basic components reconfigured for a front engined car with correct engine rotation.

http://photoblog.msnbc.msn.com/_news/2010/07/23/4739027-pilot-ejects-an-instant-before-fighterjet-crashes

damn skip, that's a rough day. props for sticking with it though