well.... our pilots can maneuvre them well, and able to dogfight with western aircraft
V-Tec, engine to beat!!!
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most of them jet pilots they drive what car ah?...since they all fly veli fast, their car must be fast type also....
harpoon said:
..actually i'm talking about maintenance-wise...last time i worked repairing them very susah woo....pity those ground crew ler...
those pilot addicted to G-force... only some of them addicted to g-spot... especially harpoon.... ekekekkee
well ......sad to say, i don't fly that bird. i fly different kind of bird my man....ekekekek
maintanence is quite difficult, coz the russian being a big country and almost resourcefull, if the engine kong, they just get a new one. but us malaysian like to play play with it and try to repair
muahahahaha
maintanence is quite difficult, coz the russian being a big country and almost resourcefull, if the engine kong, they just get a new one. but us malaysian like to play play with it and try to repair
muahahahaha
harpoon : so, we'll keep it a secret, for now :)
yeah, dat wat i was thinking. air flow is important for low revv for torque generation, to obtain dat high G pulling power, and air manifold pressure is important in higher revv to sustain the needs for air. dis is the reason toyota came out wit two kinda special manifold (at least these two r the ones i know of), TVIS on the 4AGE and ACIS on the 5EFHE. both of them have two sets of runners ; long runners : to promote good airflow towards combustion chamber so good pulling torque is achieved, and.. short runners : as the manifold pressure increases, there is no need to assist airflow anymore, dis pressure is gonna generate even higher air flow rate, so air flow dont have to be helped by any system after desired pressure is achieved. dis is alwiz where VTEC shift point is located within ur guys' engines.
FYI, in a charged engine, the manifold pressure can be increased in an instant, so flow characteristic isnt dat important. BUT, if u do give airflow sum attention, den d engine's efficiency is gonna increase drastically!! iam on dis route now, but ive to wait till i can start moding my new turbine first. STEPS : (1) upgrade turbine so dat it wont gasp for air on high revv, increasing its efficiency limit, gonna boost more (2) iam gonna use the ACIS manifold in my engine's application (its a perfect fit compared to the TVIS), and gonna try to tune it properly, its gonna complement the setup iam planning now, hopefully i get the rite rpm to shut the long runners and open the short runners. sum guys in toyotagtturbo forum has done dis, and the results they got is quite impressive
yeah, dat wat i was thinking. air flow is important for low revv for torque generation, to obtain dat high G pulling power, and air manifold pressure is important in higher revv to sustain the needs for air. dis is the reason toyota came out wit two kinda special manifold (at least these two r the ones i know of), TVIS on the 4AGE and ACIS on the 5EFHE. both of them have two sets of runners ; long runners : to promote good airflow towards combustion chamber so good pulling torque is achieved, and.. short runners : as the manifold pressure increases, there is no need to assist airflow anymore, dis pressure is gonna generate even higher air flow rate, so air flow dont have to be helped by any system after desired pressure is achieved. dis is alwiz where VTEC shift point is located within ur guys' engines.
FYI, in a charged engine, the manifold pressure can be increased in an instant, so flow characteristic isnt dat important. BUT, if u do give airflow sum attention, den d engine's efficiency is gonna increase drastically!! iam on dis route now, but ive to wait till i can start moding my new turbine first. STEPS : (1) upgrade turbine so dat it wont gasp for air on high revv, increasing its efficiency limit, gonna boost more (2) iam gonna use the ACIS manifold in my engine's application (its a perfect fit compared to the TVIS), and gonna try to tune it properly, its gonna complement the setup iam planning now, hopefully i get the rite rpm to shut the long runners and open the short runners. sum guys in toyotagtturbo forum has done dis, and the results they got is quite impressive
Good discussion.......
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HHEHEEHEHEHEHEEEEEHEEHHHHHHEHE
KUI KUI KUI KUI......
HAHAHAHAHAHAHAHAHAHAHHAHAAAH
HOHOHHOHHOHHHHOHHOHOHOHHOH
HHEHEEHEHEHEHEEEEEHEEHHHHHHEHE
KUI KUI KUI KUI......
yes yes they raawwwkkkk hehehe
yes.....I've been studying the effects of "backpressure" for some time now....thanks to LoRiTaNaH for providing the "means" to conduct the tests heheheheh
Too much backpressure oso not good hehehehe.....lag hahah
xtremeleo.... u do not understand what they're talking about la
i also sumtimes cannot understand one....hehehhe.... only they can understand it well...... ekekekekekekeke
btw.... happy experimenting with your pressure increment theory and hope you could gain considerable amout of extra power.
i also sumtimes cannot understand one....hehehhe.... only they can understand it well...... ekekekekekekeke
btw.... happy experimenting with your pressure increment theory and hope you could gain considerable amout of extra power.
oho, i tot they were discussing technicals, no? ha ha..
its not hard to squeeze 200 ponies wit the 4efte, 1 bar wit the std turbine, proper fueling, wallaa.. but, dat isnt my intention. there s even a 4efte running around boosting 2 bar, rich fueling, std internals, LSD. a real monster indeed, now if the engine's fueling is just properly done..
its not hard to squeeze 200 ponies wit the 4efte, 1 bar wit the std turbine, proper fueling, wallaa.. but, dat isnt my intention. there s even a 4efte running around boosting 2 bar, rich fueling, std internals, LSD. a real monster indeed, now if the engine's fueling is just properly done..
leo, u have to anlayze deeply the statements that come out fr loribatu n crower...
normally their statement got double meaning... haha
normally their statement got double meaning... haha
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