GTSBoy

After a few weeks with the new layout, I'm thinking.... Change "Engines & Forced Induction" to "Brooom brooom pssht!" Change "Suspension, braking, tyres and drivetrain" to "Rattle rattle, shriek, crunch". Will be better.

Boosts?

AAAaaaaarrrrrrggggghhhhh! Following on from OP's AC woes....mine got regassed last year and at some point I discovered it had lost enough gas to not switch on any more. It had dye in it, but we never saw any trace of dye, perhaps because it all fell out long enough before we looked that it washed away. (Or, shudder, it's under the dash in a hard to see/reach spot!). I almost never run the AC because I just drive with the windows down even when it's 40+ outside. Only occasionally want it when I just can't take the heat or if I need some defog. So, got it gassed up again with more dye and oil so I could run it a bit to provoke the leak to show. And the compressor is noisy. So, now I am staring down the barrel of having to fit a rebuild kit to the compressor (or maybe the spare that is on the shelf). And hope that the leak is at the comp, and not under the bloody dash.

Well, get the plugs out, put a borescope into the holes and have a look, particularly at the sus cylinder. Look for nasties. You can get a cheapy USB inspection camera that connects to your phone or lappy for ~$25 off Aliexpress, if your mechanic doesn't have one. You can also throw a can of Subaru upper cylinder cleaner into the engine to try to clean out any deposits in the cylinders. Might not work so well on piston crown adhesions, but usually does a good job on crap that gets stuck elsewhere, so worth a shot.

Does it do it at light throttle as well as high throttle opening? Only large throttle opening? If the answer is "No, it doesn't do it at light throttle opening", then (part of) the answer is as it has always been. Don't stamp on the throttle at low revs. Open is with some discretion. Roll into it. Now, because it's not a turbo, it shouldn't demand the highest octane fuel....but even 91 MON (equivalent to ~95 RON in the metric world) is only so-so for NA Jap engines. The 10% ethanol won't make any difference forwards or backwards. 10% is just filler. OK, actually, it is a little bit bad. Ethanol adds some (effectively) free octane. It allows the blend to reach the 91 octane rating without the petrol it is mixed with being that high octane to start with. But ethanol needs less air to burn than petrol does. So when a blend has ethanol in it, the fuel-air mix will always be a bit lean (except when running in closed loop cruise where the O2 sensor will add fuel to bring the stoichiometry back to target). When yo stamp on the throttle, you are not in closed loop and so a lean condition may well exist. Lean can (and will) cause pinging. The low compression cylinder may be a concern. If the rings (and in particular the oil control ring) are poor, and it is ingesting oil into that cylinder, that can cause it to ping. Oil reduces the effective octane rating of the fuel that is squirted into that cylinder, and rattle rattle rattle is the result. It's unlikely to be a bad MAF. You should make sure that the harmonic balancer is not in the process of failing. The outer hub can slip around relative to the inner. This makes the timing marks on it wrong. If you set the timing to a target, as read with a timing light from those marks, then the timing can be very wrong. You need to take out #1 spark plug and use a screwdriver or similar rod as an indicator and turn the engine over (which will be easier with all the plugs out) by hand so that you can see the screwdriver rise up, dwell around TDC and start falling again. It is difficult for the uninitiated to accurately find TDC that way, but it will do in a pinch. When you are pretty sure you know where TDC is, you need to check the timing marks. If it is not real bloody close to TDC, then you have to question the health of the balancer. Another thing that can go wrong is carbon build up on piston crowns or on the combustion chamber face of the head. These can glow hot and cause pre-ignition, and will tend to do it on light throttle as well as heavy.

It's not going to differ from the T measured at the cast pipe by more than 0.5°C, under any conditions where it matters. Not sure, but it's either in the floor or the side, in the main body of the plenum.

It's worse than that. They cannot even picture the full scope of what it is that they are pitching or wanting. They see the core idea and cannot conceive of any of the side effects, compromises, losses of existing functionality that needs to be replaced somehow, etc etc, that come with doing these things. So how can they do a cost/benefit when they don't even know what the full set of changes actually looks like?

I'm an engineer. I am not supposed to do IT. I have been doing my company's IT for 25 years, because initially there was no one else capable and since because I don't trust anyone. Back in the day, we used to run a Linux server with just sendmail level mail handling. Everything was POP and SMTP. Then, someone demanded calendaring and the like, so I implemented Scalix (an OS Exchange clone) - from scratch. Migrated all the numpties over, administered that system for years. Then Scalix started to decline. So I spun up a full Zimbra system. Same same as Scalix, but different (ie, not even a fork). Ran that for a while in parallel with Scalix as I tried to migrate old users over. Both of these were on prem, with local backup in the case of Zimbra. (No backup at all on the Scalix server! Gasp!) At some point, I spat the dummy, after years of this, and capitulated and bought O365 for the whole company and migrated everyone off the on prem stuff and shuffled them off to the cloud. It has been easier and shitter ever since, seeing as MS cannot leave anything alone for more than 3 minutes and have to keep changing everything and making it "better' (I read that as "harder"!). It's like their entire crew are ADHD squirrels on meth. Meanwhile, all our data has been kept on prem on file servers with decent backup. Now the higher ups are demanding that we migrate all the data to the cloud. I am shuddering at the idea that it will all be held to ransom on some shit AWS or, even worse, Azure/Sharepoint system where you're at the mercies of the above posted price hikes, commercial disputes, company collapses/takeovers/DOS attacks/etc etc. I hate it. But... if it can get me free of the bloody IT shit so I can finally concentrate on real engineering work for the first time in 25 years, then.... good?

It's less aggressive, but definitely far more complicated. It's really driven by Danny, Adam and Justin pursuing their musical ideas even further out than before. It's actually better listened to at fairly low volume levels. Fear Inoculum itself is great track to listen to in the dark.

You keep asking this question, and now I understand why. But I don't understand how jamming the yoke an extra inch into the gearbox is a thing.

That's Misha's whole thing. He's got thousands of laps at the ring. Probably tens of thousands by now.

Yeah, I was going to say that the std reg should be able to handle much more than stock pump capacity at full blast at idle without losing control of pressure, but there's a limit to how many words I can type during a meeting.

Yeah, I'd agree, but there does also seem to be a physical symptom with the fuel pressure. So I lean towards coincidence and shenanigans wrt the fuel up. Doesn't mean the proposal is a bad thing. It's an obvious thing to try and might sidestep half (or maybe even all) of the issue. BTW, for all those posting about having high idle fuel pressure after installing something as small as a Walbro 255.....what? I mean, I have the same pump, running off the standard R32 FPCM, and my fuel pressure is fine.

It's a valid thought, given pressure drop over a partially closed throttle could & would cause a temperature drop. But I'm of the opinion that for a central inlet plenum like on single turb RBs, there's no ideal place that sees all the flow going past. Wherever you put the sensor it will only see the flow local to that spot. Unless of course you go FFP, in which case you can easily put in straight downstream of the throttle. Does it matter? Maybe not. Probably not.

Well, it is trivial to drill a hole and tap a thread into the thick cast alloy of the cross pipe. It is not possible to drill and tap/screw a fitting into thinwall steel or alloy pipe. You need to weld something on. So, yeah, if I was doing it, I would throw it in that pipe somewhere. As to that Blitz kit's already welded in fitting....well, that's what it's there for, and that's essentially the same place, give or take.

Well, you'd have to. The non-26 RBs do not have IAT sensors anywhere else that you could replace if you wanted to.

It's OK. You now have something you can do as soon as you get bored with it. Mark your calendars. I predict a Xmas present for Mark.

I still regularly listen to Iggy & The Stooges, all the original British metal bands from the 70s (and bleeding into the 80s), Metallica (even though Lars is a bit of a dick), Tool (which is only "metal" because some of it has distortion - it is otherwise obviously everything but metal), most other proper prog rock stuff (my daughter is still trying to steal my Rush t-shirt for wearing to gigs), and so on. But pretty much all speed metal, thrash, nu-metal, anything with gargoyle growling, can go eat a bowl of dicks.

Pretty much this ^

You might ask Brypar if they can do a drop spindle version of their GTR upright.

If the R chassis actually had a suspension design that wasn't based on borrowed 60's Mercedes ideas (hello half arsed multi-link rear) and late night karaoke bars drunken engineer hangover design ideas (hello R32 FUCA!), it would be an excellent platform. The fact that you have to replace almost all of it to make the car work is either half the fun, or a sure sign that the car was only even intended to be a mass produced Ginza strip cruiser.

Yuh, I saw that the other day (and then went back and watched the earlier one where Misha broke the Crown Athlete wagon), and looking at the inside of that Stagea I thought it looked like it was in really good nick inside. Made me think it hadn't done many miles, which is probably a reasonable thing for a 260RS. I also wondered if it was one of our more recent Euro Stagea owners' cars. I was actually very surprised by how well it drove. It was doing quite high speeds through various parts with esses and some fast corners where I'd have expected it to just flip over on its roof. It was clearly slower through the bends than that BMW that was behind it to start with, and just walked away from it under power, which was also impressive given it's supposed to be a stock 26 with only ~320HP. The BMS behind must have been a small engined variety. Makes me realise I'd have to man up quite a lot to push my car anywhere near as fast as Misha drove that Stagea. I have more power and less weight, so the speeds could be higher and I suspect that my suspension setup, which has never been proven at track speeds, might cause a few code browns.

Do you have an old gearbox you can leave in his driveway? It's a subtle threat.

I don't even know if the scam centre is VLSD. I can't see a cartridge in there. It might just be an open diff.

Yuh, you did enough - I just forgot.