nastyrash 2003

right this is how it reads first hp/AFR: look how free reving the motor is now with this set up every 500rpm thr is a steep climb of hp compared to the stanard, thw not as much hp at bottom going to mid range but the hp keeps being delivered at near anuff the same rate right to top and not tapering off, this is the added acceleration that the lads have given feed back to me about this set up and not seeming to hit a limmit (increased speeds top end). the first problem is i would say its running lean up to around 2.5k rpm then it seems to get the right fueling bref then lean which hurts the hp

fix it fella i know u can. chris welcom to the wonderful world of tunning lew. LOV IT, its a must.

yep i think the ignition timing out but did not have my gun with me it looks to be running retarded, plus fuel filter looks like its never been changed ryan. put up your graph and i can talk u thw it. thr might be a issue with the TPS but yet raffas car couped with this problem better than all the other turbo TB. your graphes are totaly different from your last 1s put thm both up and i can talk u thw wat we looking at, need to see all if poss. chris i am sure its just service adjustments, plus we have hit that 90hp now we need to unleash more.

loved it. hope all u lot down for JAE. chris

no worries fella. urs just wanted to keep going!!!, but thr is a issue with the TPS on the turbo TB?. getting my head around that now cant help but think its hurting the top end, as lees car showed. i hope all u guys down for JAE a nice group of cars here and smart set of lads and gals chris

big thanks guys done a stand up job once again. som awsome sounding cars. now i have somthing to work with regarding the N/A lads lets get stuck in. can we post som print outs up and specs if poss so i can droowl over som diff set up read outs plz. lov it. for all that went on the rollers. thr wer to many for me to get round. chris

ste u going to this 2 moz can u do me a big favour. and i think u will know wat im going to say.

this is going to be awsome cant wait to see som read outs.

i was not likin the TDO4 at first but wen i saw this gt proform i now want a TDO4, lol this thing gets me hard and so well put together and thourght threw. chris wat ecu u going for lewis

yep defo ryan. will do that thn me thinks mate. this head is worth a small fortune, flowed it at 300ft/sec, the first 1 i have done at this kind of port velocities. and my god it has used up so much of my life to achive the and keep swirl in the cylinder.

oh and all valve seats in the head have been opened out by .7mm to thr sealing edge.

gutted lads i went totaly nuts on the valve seats lapping thm in as the exhaust valve seats wer a pitted mess so now the cam followers are to close to the cam and i mean touching close so new shims needed gutted. i normaly just tip the top of the valve stem but cant this time. plus we need a trd head gasket which is ordered just not turned up yet, this is because i have opened out the back half of the exhaust valves to increase thr flow but the removed metal means i need to reduce compratio som wer else. chris wen is jap fest 2 ryan will try for that as my little lad is coming with to the

wat work have u had done to the head fela looks standard in the pic or is it just a recon, do u know which head this is the early or late as i have found differences with 2 4efe heads. chris

oh corey thr are many ways and states of tune of a engine and wen u reach a certant point u may have to change things because your set up has strayed to far from standard or new laws com or u have seen a problem with origanal and have figured out a better system, all i am doing is still maintain standard set up thats all not changing anything or trying to reinvent the wheel, and thr are no nickers getting noted here pal, i know how to run my breather, am trying to help u guys. and thr is no point showing me a pic of a engine bay as i need to be able to see the full set up, and u right thr are

this system is not complex and i do not understand y people getting this so wrong, my only conclustion is people are either misinformed or just not bothering to understand the system or thy do not care about engine breathing and like bling either way its a simple anuff system and as u can see for your self works and does an affective job. the fact are in front of u make up your own mind. thr are many different breather systems and thr is a BMW system that has a rear diff breather going into the inlet track???. we have informed you how it works now start putting 2&2 together and try not to

no mate this pipe is after the turbo impela, u want to place a pipe the same internal diameter as the large breater port on the top of the rocker cover to your kits closer to the filter head but this is depending on how long and diameter size. but u can test your system useing a simple monometer u can make thm out of clear tubing look thm up this is wat i use to tune my intake system.

lol, such a ignarent approuch to engine design, i am only interested in improving from standard not just making a nice looking hering. its up to u lads to take note or not but i can tell the breather system works the way it does for lots of reasons. and wen u say causing problems if i was to get hold of this engine i bet i could show u the exact problem its causing in your crankcase.

and by the way an engine on full chat creats more volume of blowby gasses thn a engine on idle, thimk about it how many cycles a second more it doing this is wer block vac comes into its own and the LARGE port on the top of the rocker cover is that size for a reason, at this point engine temps will be high meaning more oil vapour and the crank is having a whale of a time in the oil filled sump. this to me is wen u need an effective breather. chris

this is why u put it in before the turbo and after the filter the turbo always sucks. chris do not even think about puting a pipe in after the turbo bad bad idea.

we need to get these drawings on/in a how to catch can the standard rocker is ideal for wat is needed, i might how ever put a breather direct in the block (crank caseing). if u have neg press in the engine block it helps reduce oil and engine temps removes blow by gasses and remove a force acting againts the pistons think about it, thy should only act as a pump in 1 direction. all the systems i have seen on peoples cars are poor to say the leaste. this is why i want to bring it to all your atentions. just trying to help squeeze every last drip of power out. also helping economy and reliabil

wen the hrottle is open the tube (intake ducting) will hit peak flow and thn any other pipes connected will have air scavanged from (breather). just try putting your hand over your thottle port and u will see wat kind of pump the engine is, and yes this 3 pipe system is a total fail instead of wasting time placing a 3rd hole in the rocker y not put 1 in the crank caseing at the back of the block. this is wer i would idealy put a breather pipe. thr is a vac of around 24in vac wen throttle closed (inlet manifold, not intake ducting), and a vac of around 15in on full throttle in both inlet and in

thats the 1 but i was not even going to try and explain this setup. i know it can be done but i had not even fronted it yet, good work gavin this is the 1 can way. which makes the racetec look like a total bodge job. chris now all the lads making air filter relocation kits needs to incorp this to thr kits or eles thy next on my hate/hit list hehehehehe

iddy talk to sparky he got wat u want. chris

had a 510 MAN truck do his once and the flywheel was never seen again. fook knows wer that went but it left 1 hell of a mess. chris

lol, lov it. chris down hill all the way im aafraid.