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Nubile Hillock posted:Not sure if this is awesome car poo poo exactly, but I saw a dude's 500cc Sears lawn tractor. Motor came out of a Honda bike. Youtube flipped my video though Youtube has started to become self-aware and its first order of business has been to attempt to show people who film in portrait orientation the grievous error of their ways. It's still learning but it's getting there.
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# ? Aug 3, 2016 04:17 |
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# ? May 23, 2024 16:18 |
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My Summer Car on Steam Greenlight! http://steamcommunity.com/sharedfiles/filedetails/?id=651939391
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# ? Aug 3, 2016 13:17 |
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Slavvy posted:What I find most amazing about these is that in a cost-no-object shoot-for-the-moon environment with all the carbon fiber this and exotic alloy that, it still has a distributor. Kind of like yamaha running carbs on their early motogp bikes but with even less explanation. Let's see, that's 1981? I'd have to check some sources when I get home, but I think at that point they were still running mechanical fuel injection because they didn't yet have it figured out how to make EFI cope with fuel delivery requirements. There was actually a time when it was still all of the mechanical fuel injection parts with just a computer controlled stepper motor to move the fuel delivery rack.
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# ? Aug 3, 2016 14:44 |
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TLDR: axle/brake autismEl Scotch posted:So I ended up behind this recently: Godholio posted:It's like he went searching for the least surface possible. For reference, if you see a rig like this, count the lug nuts. If it has 6 they are 2.5-ton Rockwell axles, if it has 10 they are 5-ton Rockwell axles. 2.5s have 6.72:1 gear ratio overall, 5s have 6.44:1 overall. IOwnCalculus posted:Fun thing is to watch the tough truck challenges where sometimes they end up putting a shitload of heat through that brake and lighting it up like a racecar. You do. It means the pinion brake works really great (up till you snap an axleshaft or two then it does NOTHING) but the lack of thermal mass of the rotor/drum still kills you if you intend to dump a lot of speed quickly and repeatedly. Thermal mass of the rotor/drum, weight and speed of the vehicle, mechanical advantage of the brakes (pressure, rotor/disc diameter, and shoe/pad area), brake cooling capability, and max effective temp of the brake pad compound are basically what limits how much braking you can do... thermal mass of the rotor being easily the cheapest way of fixing the problem if you're bodging something together from scratch to put on a custom vehicle. Those axles have really massive brakes from the factory... offhand I'm not sure what size, but probably either 14 or 16 inch drum brake surface and pads a couple inches wide. They are, after all, designed to stop a 20 tons of truck plus cargo/trailer moving at 50mph.
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# ? Aug 3, 2016 22:36 |
mekilljoydammit posted:Let's see, that's 1981? I'd have to check some sources when I get home, but I think at that point they were still running mechanical fuel injection because they didn't yet have it figured out how to make EFI cope with fuel delivery requirements. There was actually a time when it was still all of the mechanical fuel injection parts with just a computer controlled stepper motor to move the fuel delivery rack. But I'm not talking about fuel, I'm talking about ignition. In 1981 even the cheapest shittiest motorbikes had CDI ignition so it doesn't seem unreasonable that a formula one team populated by rocket scientists and drowning in money could come up with something slightly less crap.
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# ? Aug 3, 2016 23:35 |
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My 1979 CB 650 has CDI. My 1988 Oldsmobile had CDI. My 1998 CRV has a distributor.
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# ? Aug 4, 2016 00:49 |
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Geirskogul posted:My 1979 CB 650 has CDI. The Mercedes M113 V8 engine had a distributor and you could get an S-class with that engine until like 2006.
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# ? Aug 4, 2016 02:09 |
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... you can run CDI through a distributor, and BMW did. In 1981, probably fixed advance. Hell, starting off the fuel delivery used an analog computer to control the servo on the injection pump. The electronics were so so so bad for a few years; BMW basically had to threaten to abandon/sue Brabham to make them stick with the turbo engines. But poking around, distributorless ignition didn't really come to F-1 until 86 or so. Oh, and the thing with aged engines was a Formula 2 thing with the M12/13's predecessor, the 12/7. The 12/13 had the blocks "heat and chemical treated", which means who knows what.
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# ? Aug 4, 2016 02:40 |
All of the distributor equipped cars people have mentioned have CDI packaged in the distributor which is undoubtedly what that F1 engine had (albeit with fixed advance like you say). My point is that a wobbly mechanically driven shaft, an air gap the spark has to jump across and long plug wires are really inefficient compared to individual coils and the jump from a basic CDI to individual coils is almost entirely a matter of cost (which is why cars didn't get it until recently). That wouldn't be a problem in f1. The electronic aspect of it is so dirt simple that if you already have CDI in a distributor I can't think of any reason you wouldn't just go straight to COP or, at the very least, individual coils with short leads like an LSx. It's just a handful more wires.
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# ? Aug 4, 2016 07:45 |
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Doesn't the "d" stand for "distributorless"? They have electronic ignitions, sure. But not CDI. There's still a mechanical thing moving spark around. You're thinking we're arguing about points, which I don't think we are.
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# ? Aug 4, 2016 07:57 |
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DoLittle posted:My Summer Car on Steam Greenlight! This looks amazing
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# ? Aug 4, 2016 08:56 |
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DoLittle posted:My Summer Car on Steam Greenlight! This is the most excited I've been for a game for as long as I can remember
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# ? Aug 4, 2016 12:10 |
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Slavvy posted:All of the distributor equipped cars people have mentioned have CDI packaged in the distributor which is undoubtedly what that F1 engine had (albeit with fixed advance like you say). My point is that a wobbly mechanically driven shaft, an air gap the spark has to jump across and long plug wires are really inefficient compared to individual coils and the jump from a basic CDI to individual coils is almost entirely a matter of cost (which is why cars didn't get it until recently). That wouldn't be a problem in f1. The electronic aspect of it is so dirt simple that if you already have CDI in a distributor I can't think of any reason you wouldn't just go straight to COP or, at the very least, individual coils with short leads like an LSx. It's just a handful more wires. Well, not much in the way of a wobbly shaft, as the distributor was pretty much right on the end of the exhaust cam, but OK. And CDI at that point was a box about the size of a brick - similar to the MSD boxes now, but German. I think the point is more "why would you"? You have this thing that has worked for decades, is already on the car, the mechanics know how to fix, and it works. The Germans were very conservative in a lot of ways with their design, and had more than enough issues with getting electronic fuel delivery working right in this application (I mean seriously, analog computer with a servo controlling a mechanical injection setup) and COP wasn't common practice. Renault finally made it common practice a few years on when computers had improved and more importantly there were limits on fuel used and they had their pneumatic valve engine spinning to the moon. It's easy to look at all these things now and say "well, why wouldn't you do ...?" and the answer is, a lot of the times, because they didn't have time or incentive to reinvent the wheel yet. Geirskogul posted:Doesn't the "d" stand for "distributorless"? They have electronic ignitions, sure. But not CDI. There's still a mechanical thing moving spark around. Capacitive discharge ignition. Instead of ignition coil building a field and then collapsing it to make a spark, you have a capacitor dump into a field which just acts like a stepup transformer. Charges a lot faster.
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# ? Aug 4, 2016 12:42 |
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DoLittle posted:My Summer Car on Steam Greenlight! quote:I am making this game because this game needs to be made. This is not made because this is fun game, but because it is NOT! code:
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# ? Aug 4, 2016 13:33 |
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Thinking about it on the drive in this morning, one of my favorite turbo-related examples of "... but why didn't they think of that!" was the Porsche 917 turbo. Blah blah blah, historical context of why they went to Can Am... so they had this monster of an engine on the dyno, where they were getting all excited about the power output. They were doing the usual business of tuning, playing around with throttle increments and RPM and denote fuel flow so they can make a fuel injection map. And yes, it pretty much was a map - Porsche was using in their race cars anyway this thing called a Kugelfischer injection pump which had this complicated cam that worked to deliver fuel as a measure of RPM and throttle to a series of plunger injectors. It was probably the best fuel injection system in the world at the time. But then they take this fancy new thousand horsepower monster out to a test track and... it runs like dog poo poo. Lap times were if anything slower than the naturally aspirated version and it just sorta burbled around the track trailing black smoke until the turbos finally came on and it was suddenly making massive power, unless the driver backed out and it went back to trailing smoke. And they chased this problem for months. The engine would work perfectly on the dyno but just not work at all on the track. Well, the fuel map was tuned on an engine dyno at steady state and the fuel injection didn't respond to boost at all. So the fuel map was tuned perfectly for every point when the engine was at full boost it could reach at that throttle position and RPM... but if the turbos weren't spooled yet, every single part of the fuel map was black-smoke stink rich. And because the engine dyno was steady state with data acquisition via a guy writing things in a notebook, at every datapoint on the dyno the turbos had time to spool. So they put a device on the injection pump to compensate for boost and all of a sudden the thing worked and they crushed everything in Can Am. Nowadays it's blatantly obvious that fuel delivery has to be proportionate to boost, but not so much back then - nobody had ever seen the need before.
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# ? Aug 4, 2016 14:04 |
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https://www.youtube.com/watch?v=C30ihG-Ozko RWB Philadelphia #1 | Prince (4K) New RWB Porsche build
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# ? Aug 4, 2016 17:14 |
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wrong thread
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# ? Aug 4, 2016 17:19 |
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Meh, Porsche prices are already insane.
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# ? Aug 4, 2016 17:39 |
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check out the chooch from this russian radial engine https://youtu.be/RW-G7pF6gUQ?t=2m24s
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# ? Aug 4, 2016 18:29 |
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It's not a car but it's certainly car related... http://www.rightmove.co.uk/new-homes-for-sale/property-61046114.html The best house I have ever ever seen. I wish I were a little rich boy then race driver 😰
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# ? Aug 4, 2016 18:36 |
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# ? Aug 4, 2016 18:48 |
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eberbs posted:check out the chooch from this russian radial engine Running those things without a propeller is a bad move. They depend on the airflow for cooling. Also, you gotta get one with the hand-cranked inertial starter https://www.youtube.com/watch?v=kd_xVtcG5Dc&t=180s
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# ? Aug 4, 2016 19:37 |
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Bape Culture posted:It's not a car but it's certainly car related... Pro click Excuse the crappy screencap...
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# ? Aug 4, 2016 20:28 |
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mekilljoydammit posted:.
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# ? Aug 5, 2016 03:06 |
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It's here guys http://www.digitaltrends.com/cars/vw-gasoline-particulate-filters-cut-soot/ quote:The first vehicles to be equipped with GPFs will start rolling out of production lines in June 2017 with the Volkswagen Tiguan’s 1.4 liter TSI engine and the Audi A5’s 2.0 TFSI motor. After that beginning, the company intends to implement the filters with additional models and subsequent engine generations. By 2022 as many as seven million VW Group vehicles could have GPFs annually, the company said.
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# ? Aug 5, 2016 11:10 |
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A year from now:quote:A investigation carried out on VW's new GPF systems found that soot emissions increased tenfold over baseline.
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# ? Aug 5, 2016 11:17 |
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So it has a filter, what happens to all the shite it collects?
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# ? Aug 5, 2016 12:45 |
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88h88 posted:So it has a filter, what happens to all the shite it collects? It collects untill you get a CEL then you go (limp mode of course) to your local VW dealership to get it replaced for the low price of 1499$.
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# ? Aug 5, 2016 13:11 |
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Saw this on the way to work a while ago. Second time I've seen him driving around.
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# ? Aug 5, 2016 14:04 |
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Rigged Death Trap posted:A year from now: My thought exactly after their whole emissions fiasco...does it mean 90% less than their fudged emissions numbers, or 90% less than the actual emissions?
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# ? Aug 5, 2016 17:14 |
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Do gasoline engines even make enough soot for a particulate filter to matter? When was the last time you were walking around your gas car and were like "drat, there's a lot of soot around the exhaust pipe, I should clean that off?"
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# ? Aug 5, 2016 18:01 |
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Killstick posted:It collects untill you get a CEL then you go (limp mode of course) to your local VW dealership to get it replaced for the low price of 1499$.
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# ? Aug 5, 2016 18:20 |
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Sagebrush posted:Do gasoline engines even make enough soot for a particulate filter to matter? When was the last time you were walking around your gas car and were like "drat, there's a lot of soot around the exhaust pipe, I should clean that off?" Not enough to be immediately visible, but tailpipes do collect soot over time, even with modern engines.
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# ? Aug 5, 2016 19:16 |
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Sagebrush posted:Do gasoline engines even make enough soot for a particulate filter to matter? When was the last time you were walking around your gas car and were like "drat, there's a lot of soot around the exhaust pipe, I should clean that off?" When I had my Mazdaspeed3, every few weeks.
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# ? Aug 5, 2016 19:21 |
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Sagebrush posted:Do gasoline engines even make enough soot for a particulate filter to matter? When was the last time you were walking around your gas car and were like "drat, there's a lot of soot around the exhaust pipe, I should clean that off?" Well gasoline soot is absolutely tiny and made up of more volatile (lower boiling point) matter. I've looked up some studies and research around on the internet, they're both from car manufacturers (Ford and Audi), but they both say the same things: -DI creates more particulates than PFI, but only significantly when the A/F is rich. -Particulate size is also increased over PFI -But at higher loads the particulates are semivolatile, non nucleating matter. An article from SAE in 2014 recommended either dual direct/port injection systems or filters while DI tech matures: quote:Cutting particle emissions
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# ? Aug 5, 2016 19:30 |
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I think I'm just going to skip over all that garbage and keep driving my old cars with one catalytic converter (and my motorcycles with straight pipes through to the muffler) until electric becomes viable.
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# ? Aug 5, 2016 20:42 |
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Please tell me that exists to drive me between either A: Bourbon Distilleries or B: Wineries. Please.
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# ? Aug 5, 2016 23:29 |
Sagebrush posted:I think I'm just going to skip over all that garbage and keep driving my old cars with one catalytic converter (and my motorcycles with straight pipes through to the muffler) until electric becomes viable. My plan is to keep hoarding 90's cars and 2000's bikes until they stop selling petrol,
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# ? Aug 6, 2016 03:17 |
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Slavvy posted:My plan is to keep hoarding 90's cars and 2000's bikes until they stop selling petrol, Buy a barn and make sure they can all fit over one lane bridges.
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# ? Aug 6, 2016 03:18 |
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# ? May 23, 2024 16:18 |
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xzzy posted:Buy a barn and make sure they can all fit over one lane bridges. yeeeeeessssss!!
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# ? Aug 6, 2016 15:38 |