Archive for the ‘Tech’ Category

What car would you get if you had this cash?

Posted: January 9, 2012 by kemist88 in Tech

This is as list of Fairly priced care not too expensive but not cheap. I’m curious to see what your taste are.There are 2 rules 1 vote per person, and the cars must stay stock. lol so pick wisely.


Subaru BRZ! Win or Epic Fail?

Posted: December 1, 2011 by kemist88 in Tech
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Ok so subaru has released the Brz platform car to be in production and at your delearship next year (2012) . Im crazy excited and to see i fresh face added to the fleet is also a plus.

Its 200hp/151ft lbs are generated by a new boxer (flat) four cylinder engine, co-designed by toyota and subaru ( *sigh) . This motor is also shared with one of Toyotas new car the GT-86. The car will come with a 6sp manual for all you gear bangers and a 6speed auto with sport and manual mode for all you ungodly blasphemers.
YES the car is rwd, seats 2, and 2. Announced to weigh 2690lbs, thats lighter than a for focus , which is extreeeemly light ! So we will see.

My bigest problem now with this car is the motor , It lacks vvt-i, vvt/vva. Im praying it was just an engine spec left out. Because its 2011, there is no reason for a car NOT to have a variable cam mechanism in its head. I’m hoping the co build of the motor didnt infringe on any of the two companies patent.

The Brz will come in an sti trim and will maintain is RWD lay out. *WIN*

BRZ STI (no top mount? YAY)



Posted: September 26, 2011 by kemist88 in Tech
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Man am i loving all these head flow myths! I’ve heard the “yo a b16 head flows way more the a gsr head” TOOOOO many Fucking times so i decided to do a little digging! and stumbled upon these!!! now please don’t read the graph as a dyno it’s not in rpm. so bigger # on the right doesnt mead more hp up top. Thats just how much your valve is opened.
stock gsr vs b16a

now you can see the b16 flow is almost negligible and same in most places …
now what is the real reason behind the swap of a b16a head on a b18 block… cost… easier to find cheaper parts ect.
now here’s ported head of both done by competition

And for kicks and giggle the s2k/ f20c1 motor and the k20a1 vs teh b-series

walbro 400lph ….. WOW!!!!!

Posted: September 24, 2011 by kemist88 in Tech

Dynosty has had the pleasure of testing Walbro’s latest offering, an all-new pump flowing significantly more than the old Walbro 255 GSS341 / GSS342, and even the Deatschwerks 300 fuel pump and the Aeromotive Stealth 340lph 11142! Our testing suggests this pump will be enough to support 800+WHP, though we have yet to verify that on the dyno. These will be on the shelf in ~2 weeks and we are taking orders immediately. Now Available! Cost is $159 and it comes with filter kit and wires.
Please note the larger base on this pump, meaning it will not ‘drop in’ some applications such as the Nissan 350Z. Contact Dynosty for installation assistance on the 350Z.”
Walbro 400 Fuel Pump Pictures


Supra head flows 1j vs 2j head flow myth

Posted: September 20, 2011 by kemist88 in Tech
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So ive talked to a few supra heads and owners and I couldn’t figure out why people did the 1.5jz swap(1j head on 2j block). it was a step back words to me. Why. the bigger displacement of the 2jz has to have a head that would accommodate the flow. Now im going to list a BIG reason people justify it. “The 1jz head was made by Yamaha and revs higher”. The head it self isn’t the limiting factor on how the 2j revs but the rotating assembly. that’s really what limits how engines rev. the 2jz head was ALSO designed by Yamaha. the 2jz has the same piston speed @7.5k as the 1jz @9k rpm. the 2jz stroke is too long, and rotating mass is simply too heavy to spin that fast and will throw the balance off and ka-boom “yuh” engine gone.when you de-stroke an engine you can rev higher, when you stroke it you have to rev lower.
Now back to the MAIN topic of the heads flowing

Here you have the un-ported flow chart of ALL supra heads compared to each other

And here you have the ported version of the heads

CLEARLY you 1.5jz fanatics have your shyt alllll messed up. even the NA 2j (2jz ge) flows more than the 1jz gte in alllll aspects.
booyah for more indept info check out the original post on

A Dyno encyclopedia To Help You Reach Your Goal

Posted: September 14, 2011 by kemist88 in Tech

so i stumbled on this site Evans tuning dyno database about 1 year ago and i stumbled on it again and i think its a must read. Now they have practicaly at lease 1 set up for every modified engine . Do not try to look to see your fathers for focus or mazda 626 on this. Think popular modified engines Ill post up a few based on what our crew has. gsr block sr20det b16 stock block

There are more engines i just though the authors would appreciate those.
For our VAG crew… sry no VAG engines.

And the Japs do it again!

Posted: September 6, 2011 by kemist88 in Tech
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13:1 Compression and 40 mpg on 87 Octane fuel? Introducing Mazda’s Skyactiv Technology
“Does the idea of a super efficient, reasonably performing, fun to drive car with low operating costs sound appealing to you? If the car is green as well does that seal the deal? Are you one of the few people with a clue that realizes that a hybrid isn’t all that green? Well Mazda has an answer to all of this called Skyactiv technology in all of its clever jinglish. Skyactiv Technology is a fresh holistic look at how cars are engineered.Skyactiv technology is primarily engine related, but it also incorporates the concepts of weight reduction, improved chassis stiffness and crash resistance, improved transmission function, and improved handling. We will talk about Skyactiv’s compelling gasoline engine technology, known as Skyactiv G today, and will discuss the remaining aspects of Skyactiv technology in future articles.Mazda’s goals for the Skyactiv G gasoline engine were many faceted. By thinking totally out of the box, Mazda’s engineers have been able to create an engine that can run on cheap unleaded regular gasoline yet still acheive the fuel economy of a diesel and retain Mazda’s class leading fun to drive performance. Mazda has created the intelligent alternative to a hybrid with a much lower lifecycle cost, while being more fun to drive and not asking the customer to sacrifice performance during that lifecycle.”-Mike Kojima

please read more here

Valve motion is probably the least understood element of a successful performance engine.
Kinematics, fluid dynamics and metallurgy must all be mastered by any engineer that sets out to design a
successful valve motion profile for a high performance engine and ultimately translate this motion onto a
camshaft that will accurately produce the same motion at the valves. This is not always the level of
engineering you will get when choosing a camshaft for your engine.
Unfortunately there is a dirty little secret in cam design that is still practiced today by some
manufacturers that either “don’t know what they don’t know” or choose to ignore the learning curve
required to engineer a modern high performance camshaft. “Morphing” or master tweaking is when a cam
grinder takes an existing profile master (a large lobe shaped disc followed by a cam grinding machine) and
tweaks the grinding machine (including CNC grinders) causing it to stretch or distort the actual grinding
path of the master to achieve a “morphed” cam lobe and then builds a second master from the morphed
lobe. This is not cam design by any stretch of the imagination, yet many cam grinders unfortunately still use
morphing to develop new profiles! Hertzian contact stress, spring harmonics, maximum follower wear path
length, component mass and flex, and cam drive feed back are examples of just a few of the constraints
that cannot be directly address by morphing. Modern lobe design is no longer primarily done in the
displacement domain or physical shape of the lobe, but in the derivatives of that shape. Velocity,
Acceleration, and Jerk are the first 3 derivative domains of the lobe shape and are the domains that most
of the real design work is accomplished in. Even mechanical engineers can struggle with designing in
multiple domains, so it is not the point here to teach but simply to describe the process. The designer must
first understand and then solve for the constraints of the specific engine application being addressed,
including the intended RPM range, required airflow along with the inherent physical and volumetric
weaknesses of the original engine. This process cannot be accomplished with morphing!
Another dirty little secret that shouldn’t be a big surprise is that when a really great cam hits the
market, the same guys that are morphing profiles are busy attempting to copy these cams (and again
morph this copy!). It is impossible to accurately reproduce an engineered profile by copying an existing
cam. This is like taking an old VHS videotape and trying to digitize it to make an original HD DVD out of it!
Yes, the new lobe will be a similar looking “lump on a stick” yet it can behave completely different in the
engine! This is because it is impossible even with a $100K+ Adcole cam-measuring device to reconstruct
the original polynomial spline segments or the knot points that blend them together, by measuring an
existing lobe. Similar to the VHS to HD DVD analogy, if a camshaft is copied from an existing lobe, it will
not produce the exact valve motion intended by the original design engineer. High performance camshafts
should always be produced directly from the original design profile never from a copy or a morph of another
cam lobe. Without owning the original design profile data, there can never be any quality control after
grinding, as there is nothing available to quantify the finished cam to. This is a real problem for the grinder
when checking the Jerk or 3 derivative of the production cam, as Jerk can get very large in all the wrong
places during grinding without the original data to compare. Jerk is basically the rate of change of the rate
of change of the Velocity in follower movement per degree and must be measured at .000001” resolution.
To explain how Jerk affects motion, suppose you are helping a stranded friend push his car off of the
freeway using your own car. If you have your front bumper touching his rear bumper and slowly and
steadily begin to increase speed, you should not damage either cars bumper and would continue to
accelerate smoothly to a very high speed without damage. However, if you get a little nervous on the
throttle, the rate of acceleration will become erratic damaging the bumpers as the pressure between the
two bumpers starts to vary erratically, this is Jerk. Jerk is the domain that vibration and harmonic problems
are typically found and designed out of a cam profile before production proceeds and is checked during
manufacturing to insure a true reproduction of the original design. Buried in this simple analogy is the
reason that many engine builders continue to add more and more spring pressure when their engine starts
experiencing seat bounce and premature valve float. The spring pressure may be correct, but a large
amount of unexpected Jerk in the cam profile is causing surge in the spring, which can decrease the
effective spring pressure by 30% or more at certain RPMs. A properly designed profile will have the natural
frequencies of the spring and all of the harmonics of the profile matched so that spring surge is eliminated
in the intended RPM range of the engine. Covering up a bad profile with added spring pressure is a little
like “putting lipstick on a pig”!
Even a well-designed lobe for one engine can be a disaster in another if all of the constraints of
each engine are not considered. For example, an engine family uses a basic lobe on bucket on valve
design. The bucket follower is 30mm in diameter, but a later version of the same engine has a 5mm shorter
valve stem, placing the bucket follower lower by 5mm with a base circle radius increase of the same 5mm
to compensate. If the same performance cam lobe profile is used on the later engine (just scaled up for the
larger base circle), the original profile will likely run off the bucket and destroy the cam. A new profile must
be designed with a slightly slower peak velocity. This is because the distance of the wiping pattern of a
given lobe profile on a follower is directly proportional to the base circle radius of the lobe plus a function of
the peak velocity (1st derivative) of the profile. That is to say that if the diameter of the bucket is set, than to
design for the maximum air flow within a given duration, the designer must work his design within the 1
derivative domain until he finds a maximum allowable velocity for the profile that won’t wipe off the follower
with the now larger base circle diameter. While this is going on, at least 30 other attributes are being
attended to at the same time, as the designer moves between domains to find the optimum valve motion
profile that satisfies the constraints of the specific application. This process is brought to order by
constructing a set of polynomial segments connected by a set of smoothing equations, interpolation
equations and a few boundary condition equations each having different effects in all of the domains. The
designer uses these equations to simultaneously solve for constraints in all of the domains. Once the
design is complete, it is then the grinders responsibility to translate this profile to the cam as true as
possible and with the best surface finish possible.
What this means for the engine builder is a camshaft that requires less spring pressure to increase
power and reduce wear, higher RPM limits, lowers oil temperatures, less stress and harmonics on the
valves, springs, cam drive train and other engine components. Comparing two cams of the same lift and
duration, one morphed to this shape and the other properly engineered, the latter will always deliver higher
crank power, run harder and live much longer. VHS copy or Hi-Def you choose!
Jim Wolf Technology has over thirty years of experience designing performance camshafts and maintains
a commitment to real design, development and testing to achieve the highest quality performance
camshafts available anywhere in the world.

I’ve made a promise what ever car i get next that i will modify has to have a “legendary” engine in it. meaning im not with the overly modifying of motors. Fuck sleaving, dry-sumping, block gaurd, ect ect. Pistons, rods, cams, boost, boost and boost, haha and maybe some juice. But seriously nothing pains me more that trying to see some turn a frail engine into a mild performing vehicle. its a waste of especially if budgets tight.
Now the only rule is that all 4bangers must be able to handle 400hp reliably, 6 cylinders 550 reliably.
Now ill start with the 4-bangers
-4g63 mitsubishi
-sr20det nissan
-A853 dodge/crysler/mitsu
-3S-GTE toyota
-ej20- subaru
That was in no specific order other than yes mitsu is #1 …. not biased its the truth. Now some may be wondering were you D,B,K series are on the list. Honestly they dont cut it. IMHO from what i know they wont cranks out as much hp STOCK FOR STOCK as the engines I’ve listed and still RETAIN reliability. Honda gets its for design, “They produce a street driven pump gas N/A engine that produces over 120 Hp per litre. Who puts three lobes on a Cam shaft. Who Controls cam timing live. Honds is smart the others are just strong”

Now the 6 cylinders the to two contenders 1st
-APB ,AGB, AZB- b5 s4 engines
-s54 -E46 bmw
-s50 – E36 bmw
-vr6 2.8 r32 ???? – vw jetta/gti
now thats is allll i can think of right now. I hope i didnt offend any honda people but we envy your amazing mpgs lol. so u have that in your corner.
modifying any engine for more that 50% of the power it makes stock that cant handle it is a motor you should stay away from on budget builds or unopened engine builds.


Posted: August 11, 2011 by mikel58 in Tech
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RMF HEADER SALE! 179 shipped