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as for brake boosting, forget about reactiontime. some of my slips have a 2 second RT but my 60' kept getting better and better, the clock doesnt start till you brake the beam. stage and dont move untill your ready to go. it definatly takes some getting used to.

Jet: how large of an extinguisher would you recommend capacity wise?

Actually horesepower wins races, torque is just for fun factor. :biglaugh:

i noticed a decent gain from mine. last summer it would get down around 50-60 degrees at night and then warm up to about 70-80 during the day. when it was night time with the stock intercooler, i could feel the diffrence in temprature. when i installed the HKS unit it felt like it had the same...

didnt BIC come out with this a few years ago?

i think it would be better to place them directly infront of the radiator, for my application its pretty big and open there because i took the a/c out. also the fan behind the radiator would also supply the coolers with constant airflow. i figure i could run a 10ish by 20ish where i want to for...

from what i hear the tranny wants to be around 180 degrees and thats what i want my motor to be, so using the motor as a constant or almost constant 180 degrees as the last influence on the tranny fluid i believe it would regulate the temprature the best. i see the radiator as a temprature...

use the staples easy button?

Wouldnt more torque at the same rpm yield more horsepower though? given formula: horsepower = (torque*RPM)/5250 if torque was 300 at 3000rpm in third gear the calculated horsepower would be 171. now if in 4th the torque at 3000rpm was 250 the calculated horsepower would be 152. the math...

first impression looks like a spark plug electrode broke off and bounced around, but since its concentrated on the flat part of the piston seems as though it could be detonation because thats where what i believe is called the "squish" would be in the cylinder and if detonation would have...

i was just refering to the gearset making use of higher torque multiplication as well as using 3rd instead of 4th ;)

my ross pistons i got included pins and rings and were about the same price from summit, have herd nothing but good about them. just another option. The bore size i would think would be more deterimned by the piston rather then headgasket, i think theres some room for error on headgasket bore...

fix the TPS and tune to accomodate the VF then tune for WOT. you MUST satisfy the VF and im sure having the TPS unplugged will hinder tunability.

Wouldnt running in 3rd net more power then running in 4th? i would think it would because its a lower gear. same reason running 4.10's give more power at the wheels then 3.90's. makes sence because a 4.10 will net a faster 1/4 (in a perfect world without traction problems or driver error) and if...

any luck on the password??

how did that work out? i would be weary of spraying a highly flammable/explosive mixture into the inlet of an expensive turbo, especially with all that heat. on a side note, whats the estimated finishing date for the drag project? i cant wait to see that when its done.

With 0psi in the manifold and 38 psi fuel pressure there would be (hypotheticly) 5cc/min worth of flow going threw the fuel jet. with 20psi of boost, there would be 58psi of fuel pressure. the 20psi of boost in the manifold would negate the extra 20psi in the fuel line maintaining the initial...

im sure the unpluged TPS isnt helping it. i know a couple people that were running it without much of a problem.

i thought the 4l80 was too big? i herd of tunnel modifications to fit that, unless thats something a hammer can take care of i, wouldnt really want to go performing surgery.

yea they have a 8 inch converter for the 700. looks like thats the kit to get. maybe even the 4l60 because i hear those can be built to handel 900horsepower line its no problem. then the only issue would be getting a standalone tranny computer to run it. that could get costly.