Kinkstaah

I maintain it actually looked really nice in person. So much so that I thought "No, this is illegal" but there it was, clear as day. I think we can easily call the wing and wheels/height to be transformative. Not saying it's better than the GR Whatever, or the 86, or the WRX STI or anything of that sort (the internet says it all bolts up so you can buy best of all worlds?) but it's still at least a thing and not nearly AS bad as people say.

I leant out the window recently and took a picture of this new WRX. It looked real damn fine in person. It's faster around a track (stock) than a (stock) GR Yaris. It's much more practical despite being heavier. It's significantly cheaper. This gen tunes really well, much better than others. .... I think they're probably a lot better than people expect.

Dye *should* work on the _cloth_ but not on the hard vinyl. That said, it's a mixture of both of these things. You probably have a sedan, and want a coupe as the coupe got all the black interior and the sedan is silver. I was planning on just taking the lot to a trimmer as you've noticed it's a mix of cloth, hard plastic, and bits of metal that need to change colour so I wager you will need all sorts of different, complimentary skills to actually make it work.

It's something we all have to consider as time marches on. Also consider lifted rally MX5 conversion at that point.

So, when are you trying the new GR86 or BRZ?

I get into huffs with people when I suggest the MX5 looks so much better as a coupe than it does as convertible. Pretty sure I don't prefer the convertible version of anything. Good job on the hardtop! The next buyer will appreciate.

Yep, that was one of the things we learned fast in the past with our MX5. When you drive with the top down, you are effectively standing out in the sun, 100% of the time, and not getting in any shade (because roads aren't shaded generally!). Just like standing out in the middle of a field on a sunny 27C day is a bit of a bad plan, so is sitting in a MX5 without sun protection.

He made that comment in my thread - In my case the vents ARE to lower engine heat, when the car is not moving, which is the only scenario I have heat problems with the aircon on, sitting in traffic, on 40C+ days. I can't imagine a scenario that this NC needs any at this point in time. I do not know if it will actually make my cooling when the car is MOVING worse, and I sincerely hope that won't be the case. If it does, well, um, f**k.

I visited again today: It would appear they have painted the main body of the car and some parts of some of the panels, so I can say that I now have BMW parts in my car, much to the envy of @Dose Pipe Sutututu It is still covered in dust which is quite the tease but I did look at a few circumspect spots that will be behind bumpers and such and wiped some dust away: After my repeated begging to PLEASE DONT PAINT OVER THE ENGINEERING CERTIFICATE (you have to re-engineer the entire car if they do) I see THIS: Which is great. Excellent job tbh at least to me. A better non dusty example would be the backs of the doors that have been painted: Giving a reasonable contrast between old and new (I know the old isn't clear coated on the inside of doors). The door card will well and truly cover where the old paint is, you can see in the second pic some of the black butyl/whatever shit is sticking the plastic sheet behind the door transfer that has happened since it's clearly been stuck back on. The most maddening thing about this colour is every time I saw it in the wild it looks like another colour, same with photos of many cars with the same colour looking wildly different in every photo anybody ever takes and this is no exception. But stand a little further back and it suddenly looks dark AF. I did tell them when I was discussing which of the 70 million charcoal colours to choose from (a porsche one, a BMW one, or a R32 GTR one etc) that if they just ignored me and chose one at random I would probably never notice. Maybe they did. But the colour is supposed to be B39 (BMW Mineral Gray). Boring I know, but the R34 sedan (to me) really shows off it's boat-ness when you paint it in a bright colour like bayside blue or white or whatever else. I do have a fondness for AR2 Nissan Red, but decided against that because it'll have pretty odd contrast to random bits unpainted (like engine bay, bits of trim etc, and maybe it'll fade). And people will always fkin comment on AR2. Everything remains super dusty. I have tracking numbers for the new heads, as well as some Improved Racing goodies, but they probably will be a next year thing by the time they end up on the car. I did some maths on the heads and I know why nobody goes to this extent in Australia, because it's really not worth it, given I could have just CNC'ed my current heads, bought a FAST102/TB and used my current rocker/spring/cam combination and get a 383 stroker (or stroked a 6.0 GenIV bottom end to 6.6L) built for the same price of just the setup in the mail/on the floor here. Or I could have bought a LS3 and a Drysump system. And then have a complete engine to sell. Oh well

Did you need anything else you've already done? If you had it before... and liked the changes after, then supposedly it'd be more of the same. The idea about most suspension arms is to tune geometry that the OEM arms max out at/can't handle because they weren't designed to have the car setup in such a way that 'looks good'.

Sadly I can confirm if you are actually seeking to drift, you will quite easily spin up one wheel. Even if you're going in a straight line. I am not entirely sure of the metrics/terminology here but there's only a certain amount that the helical will actually spin both wheels. I've seen it on video with my own car where two lines of smoke switch over to just one after you really get in to it. Unlike with a clutch diff where you can keep your foot planted until the car regains grip, in my experience with the helical you want to be utilizing traction control allowing LIMITED slip or lifting (partially) when you start to spin up both tyres with a Nissan helical. Which makes them pretty sub optimal for drifting duty. That said... this is probably a helical on numbers alone. Just put the Kazz in

Because you're effectively rushing the shift and forcing it to go in - with greater leverage against parts that don't _want_ to go together. Short shift = forcing the gear in harder. Also Redline Heavy Shockproof actively says not to use it in anything with Synchros. Well, it says "not recommended" which is basically as far as anyone will ever say in a product statement to "Do not use" Generally the Redline makes the gearbox feel great... until it fails faster. https://www.redlineoil.com/heavy-shockproof

99.9% of them are viscous diffs. The 0.01% are helicals. They were only option-able in the series 2, as well. I have redline heavy shockproof in my helical. It seems... fine? I don't think anyone is ever going to know until something really breaks and at that point I'm not sure anyone will blame the oil. I just chose it because it's extremely heavy duty and my car will see not-road-legal duty for it. I've also had sadness with various diff oils in the past sweating out everywhere and/or other 'fun' things, with clutch diffs. Given you have a 1.5 way on the shelf, I'd not even bother with the diff in the car and just get to tinkering with it. I would spend the $90 on oil toward the labor of someone else putting the diff in if time poor even lol.

You may want to list it up for a little higher - This price is much lower than you may realize. Here you're pretty much selling to people who most likely already have these things on their own rigs. S chassis people eat this stuff up like you'd not believe.

As someone who has had a car sitting for a year... would you change *that* oil? It's still sitting in a container, right? If oil is fine in a shelf, is it not fine in a sump? I assume this is something specific to the oil being *unused* (i.e on shelf)

Once you have to get up in the morning and be useful, you suddenly value sleep it turns out :p

That is really nice! Very nice finish when you have an oven to do the crinkling nice and evenly!

Do you have an IAT sensor? It's worth checking it to see. You may be suprised how little gap you actually need to flood your engine with hot air. (I tape up my airbox for a reason) :p

The car is red. Leave it red, it looks great. Unless it's sealed though it's not going to be doing anything for performance and just suckin in hot air, mind you.

Right, so is the fuel pressure the same as it was previously? If not, well, it's not going to work well. I can understand the theory I assume you are going for, which is: "Run it N/A, and if I have the original AFM, and same amount of fuel and intake air as previously, the fact there's a turbo in my exhaust should still make it run" Which it... might? Provided you don't actually change how much air or fuel is going into the car.. or getting out. But if you have changed that, all bets are off. What is the purpose to even have the car run this way? To get it to a tuner? And if the goal is to limp it to a tuner, you're still going to what - plumb up a whole intercooler system and new intake in the parking lot out front before your tune......?

Um. Was the ECU the same as the one previously there? I know R33's needed R32 GTST ECU's or other tomfoolery to run Nistune. This is such a wild setup. Most people would plumb in the turbo then not drive the car (i.e tow it to a tuner). What's actually changed since it last ran?

The car is still in paint jail. Here are some paint jail photos of things in primer and disassembled. I visited yesterday, though these photos were from about a month ago, the status is much the same. There's just more dust now. Especially inside the car too, which apparently is fine and normal... but I think I'll be never ever having a clean interior ever again lol. As this has dragged along, a few new parts have also arrived which was supposed to be well after paint... where Greg replaces every single bit of the engine except the bottom end. This is extreme LS nerd stuff dialed to 11/10 that's probably not really suited for target audience here. (and there's more in the mail, from the US). .

It could be. It might not be. It is impossible to know without context by asking the owner or the tuner on the day and knowing what they were doing/not doing/attempting to do. You said earlier this is hard to understand because to your mind, a turbo is at full speed when it hits its spike. This is not true. The turbos actual speed is defined by how much air is being forced through it via the exhaust, unless you control it. The spike you are seeing at ~whatever RPM it 'spools' at, is where boost control is starting. If there were no boost control the turbo absolutely would be spinning much faster at 7000rpm than 3000rpm, every single time, on every single engine. Boost control keeps the boost controlled within the limits you ideally want. If it were uncontrolled you would have two scenarios 1) You have a turbo that hits peak RPM and CFM (not boost) at the redline of the engine. This would work, but most people want more boost earlier. 2) You have a turbo that hits peak RPM well before the redline of the engine (say, 3500), and you explode the turbo by redlining the engine. (say, 7000rpm). If you don't want exploding things, or lag, you design a turbo system to come on when you want the boost to be useful, and then not overspin itself into oblivion by using some form of boost control, to control the boost pressure accordingly.

Tuning the wastegate to do it. That is all. Most people want the boost to not fall off like the most recent example. Those also look like dyno runs with an Auto/Torque converter setup, which does fun things to the graph. The boost tapers down like that because the turbo cannot supply the same amount of air at 7000rpm that it can at 3000 in terms of PSI. That, or the tuner has decided that it tapering off like that is what someone chose to do. IF you have a wastegate that can't bleed enough air to slow the turbine, and IF that turbo can flow enough air to feed the engine at high RPM, you get 'boost creep' which is a rise of boost pressure beyond what you are capable of controlling and/or want. None of these show symptoms of that, but if you had a run that was 20psi at 3000rpm, and 27psi at 7000rpm, it could be an example of that. Or simply that the person wanted boost later for their own reasons... The dyno graphs don't always show the full context.

Because there is still an engine underneath that turbo. PSI is not a measurement of power, it's a byproduct of resistance. What would be really decent is to have a CFM gauge on the output of a turbo to see how much it's actually pushing. 21psi (as an example) is not the same amount of air at 3000rpm as it is at 7000rpm, even if the boost controller is controlling boost at "21psi". The engine is inhaling and exhaling way more air at 7000 than at 3000, even if it's less efficient.