General Car Talk Discussion Thread
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Anyone have a good source (forum, etc) for rotaries? Looking at a project & want to do some digging into what I may be getting myself into.
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In the Mid-South meow
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I picked up on something interesting today. Two very prominent tuners in the HEMI world both posted on their FB pages today that going forward they will not be disabling emissions controls even on "off-road" vehicles. I guess it has something to do with newly passed EPA laws put into effect since the shift in the White House. Has anyone else heard of what specifically passed that has them all panicing?
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I read something similar not too long ago about the EcoDiesel Grand Cherokees. It was a few years ago, but almost all tuner support disappeared overnight.
Ex-OEM King
The EPA doesn't seem like it's screwing around anymore and the liability rests with the tuners. Not surprising they're all running away from blatantly illegal stuff.
In the Mid-South meow
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I'm just glad I got in before they changed their tune, no pun intended. Ok, pun intended.
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BEAR-AvHistory (02-02-2021)
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Anyone seen Project Binky on YT? Long-running (started in 2013) project build. Transplanting a Celica GT-Four drivetrain into a classic Mini.
Latest episode (33) released this week, car finally in the paint shop.
Started down this rabbit hole on Tuesday, ~16 hours later & I'm caught up.
Latest episode (33) released this week, car finally in the paint shop.
Started down this rabbit hole on Tuesday, ~16 hours later & I'm caught up.
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That's the new corvette, yeah?
There's a couple running around where I live and each time I get a glimpse, I'm like "awe sheiiit... Ferrar-- fuck, that's the 'vette!"
Gawtdamn nice, that one is.
There's a couple running around where I live and each time I get a glimpse, I'm like "awe sheiiit... Ferrar-- fuck, that's the 'vette!"
Gawtdamn nice, that one is.
I drive a Subata.
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Well adulting sucks but at least I got to pick up my dream adulting car a few days ago! Traded in my Sienna for a LX570. Have been in love. It's literally a tank!
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Big change for sure.
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JS + XES (02-15-2021)
Ex-OEM King
That screams socal more than anything I know lol. Nice pick up. Do you have stock in an oil company?
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JS + XES (02-15-2021)
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Driving that thing in LA, I hope SWEIDIT is doing well
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JS + XES (02-15-2021)
Safety Car
Dang nice!!
Stepping up to a true asian mob boss ride
Stepping up to a true asian mob boss ride
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JS + XES (02-15-2021)
I drive a Subata.
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SWEIDIT has been epic ever since I started and really, really took off since Covid. The business has been ran via word of mouth only for more than 2 years now so it's been great!
If it was black, it would have been really super mob boss but white was just too crisp! Thanks.
I drive a Subata.
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Might get some smaller and lowkey wheels soon. It came with these optional chrome wheels that were outrageously pricey from factory haha Not my style at all.
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nist7 (02-15-2021)
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Team Owner
Did you guys know about this? I mean i have always thought they were similar, it turns out they all came from the same company
https://www.preh.com/en/products/in-...ystems/car-hmi
https://www.preh.com/en/products/in-...ystems/car-hmi
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https://www.elferspot.com/en/car/por...r-1992-936340/
Details
The Schuppan-Porsche 962CR, a road-going version of the Porsche 962, was the brainchild of Porsche factory driver and 1983 Le Mans winner Vern Schuppan and Toshio Terada, Managing Director of Art Sports, the high-performance car import and marketing division of Art Corporation, Japan.The two had a shared ambition to create the ultimate supercar. Art Sports had the marketing vision and Vern Schuppan Limited (VSL) the capability in design, R & D and manufacturing. The 962CR was a wildly ambitious project, which swallowed millions of dollars of R & D costs before being cruelly struck down by the stock market crash of 1992. As a result, only four of a projected fifty 962 CR chassis were ever produced, and this car was the last produced by Schuppan’s original company VSL.
The 962CR featured high tech carbon composite bodywork and moulded monocoque and was fitted with 600hp-plus 962/71 3.2 litre, fully air-cooled twin-turbo engine with catalytic converters and silencers. Transmission is via a racing 962 type 5-speed synchromesh gearbox with limited-slip differential.
With a host of modifications made to the car by Katana Ltd in 2006 for SVA purposes, and with only 35 miles on the clock, this is a truly unique and incredibly rare ‘what-if’ vehicle perfect for the collection of a Group C super-fan.
Links:
The Schuppan 962 CR brochure →
The Katana Ltd Scuppan-Porsche definitive history →
Last edited by srika; 02-20-2021 at 04:32 PM.
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Senior Moderator
So, Vettel is liquidating his Ferrari collection which has the Poopdick McFartington and this F50...
Buy it quick before BoostedJack scoops it up.
Buy it quick before BoostedJack scoops it up.
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https://www.thedrive.com/tech/39377/...it-open-source
...
Through their efficiency and possibly zero-emission biofuels, camless engines can be the future of internal combustion. One key player who strongly believes that is Christian von Koenigsegg, who recently gave the technology a proper push through his team over at Freevalve. However, while the four-seater Koenigsegg Gemera takes a Swedish electro-pneumatic valve system in series production, DIY engineering mastermind Wesley Kagan is looking for a somewhat cheaper aftermarket alternative. After many hours of trial and error, his camless Mazda 1.6-liter project led to a working and driving proof of concept, at which point Mr. Kagan decided to make his plans and code available to all tinkerers, free of charge.
Kagan feels that professionals with resources like dynamometers are likely to take this technology to the next level sooner than he can, partly because he considers himself to be a novice at programming. Soon enough, his YouTube description will be filled with CAD and other crucial data. The rest is up to you.
Camless engines are more efficient because their valves can be operated individually, allowing for custom lift durations depending on catalytic converter temperatures, performance modes, or the type of fuel used. When it comes to the hybrid Gemera, this is how Koenigsegg explains the benefits of its twin-turbo Freevalve three-cylinder named "Tiny Friendly Giant":
"The TFG has an estimated fuel consumption of 15–20 percent less than a typical modern four-cylinder two-liter engine with direct injection and variable camshaft. The Freevalves improve engine efficiency at part load by eliminating throttle losses since there is no throttle. Furthermore, Freevalves deactivates cylinders with Frequency Modulated Torque to further reduce fuel consumption. Freevalves are also capable of running the so-called Miller cycle, which is why the TFG can have a static compression of 9.5:1, which is high for a high-boost turbo engine. Using the Freevalve system to run for example the Miller cycle, gives the TFG high efficiency and high power at the same time. All factors considered, the TFG is one of the most frugal and most powerful production engines in the world for its size."
Before his 1992 Miata's 1.6-liter four-cylinder, Kagan put an earlier version of his camless head on a 6.5-horsepower Harbor Freight motor. It became the perfect accessory for his air-powered prototype head on the Mazda engine.
Version 2 of the Kagan design uses solenoids, which consist of a coil of wire and a movable armature to be activated by the magnetic field under current. Springs and spring retainers aren't needed, yet the rather costly solenoids require higher amps, as well as fancy transistors capable of running at both 12 and 24 volts, all while handling switches in 30 microseconds.
This running Miata is only the beginning of the affordable camless technology's journey, yet while Kagan keeps perfecting it in his free time, you're also invited to take it to the next level. Needless to say, the promise of all this is huge.
Kagan feels that professionals with resources like dynamometers are likely to take this technology to the next level sooner than he can, partly because he considers himself to be a novice at programming. Soon enough, his YouTube description will be filled with CAD and other crucial data. The rest is up to you.
Camless engines are more efficient because their valves can be operated individually, allowing for custom lift durations depending on catalytic converter temperatures, performance modes, or the type of fuel used. When it comes to the hybrid Gemera, this is how Koenigsegg explains the benefits of its twin-turbo Freevalve three-cylinder named "Tiny Friendly Giant":
"The TFG has an estimated fuel consumption of 15–20 percent less than a typical modern four-cylinder two-liter engine with direct injection and variable camshaft. The Freevalves improve engine efficiency at part load by eliminating throttle losses since there is no throttle. Furthermore, Freevalves deactivates cylinders with Frequency Modulated Torque to further reduce fuel consumption. Freevalves are also capable of running the so-called Miller cycle, which is why the TFG can have a static compression of 9.5:1, which is high for a high-boost turbo engine. Using the Freevalve system to run for example the Miller cycle, gives the TFG high efficiency and high power at the same time. All factors considered, the TFG is one of the most frugal and most powerful production engines in the world for its size."
Before his 1992 Miata's 1.6-liter four-cylinder, Kagan put an earlier version of his camless head on a 6.5-horsepower Harbor Freight motor. It became the perfect accessory for his air-powered prototype head on the Mazda engine.
Version 2 of the Kagan design uses solenoids, which consist of a coil of wire and a movable armature to be activated by the magnetic field under current. Springs and spring retainers aren't needed, yet the rather costly solenoids require higher amps, as well as fancy transistors capable of running at both 12 and 24 volts, all while handling switches in 30 microseconds.
This running Miata is only the beginning of the affordable camless technology's journey, yet while Kagan keeps perfecting it in his free time, you're also invited to take it to the next level. Needless to say, the promise of all this is huge.
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Someday, an RS6 Avant+
Interesting. I think if this can get cars that get 20 mpg to 28, that's a big improvement. But how would this work in a high HP engine without it being extortion (in cost)?
Sanest Florida Man
I got a friend who needs to get a car quick because hers is dead but she doesn't have much to spend and is trying to keep her next car under $2000. She's looking at an '07 VW Jetta with 146k miles. Supposedly AC and everything works on it. Anyone have any thoughts on used Jettas from that era?
Here's the listing for the one she's interested in
https://tampa.craigslist.org/hil/cto...280323411.html
It says it has VTEC
Maybe they mean VVT
Here's the listing for the one she's interested in
https://tampa.craigslist.org/hil/cto...280323411.html
It says it has VTEC
Maybe they mean VVT
Last edited by #1 STUNNA; 02-24-2021 at 01:38 PM.
Team Owner
I would not trust $2000 Jetta if that is her primary commuter car.
I would get a beat up Corolla or Camry or Civic.. u know the usuals before a $2000 Jetta..
Shit i would trust a $2000 Corolla before a $8000 Jetta...
I would get a beat up Corolla or Camry or Civic.. u know the usuals before a $2000 Jetta..
Shit i would trust a $2000 Corolla before a $8000 Jetta...
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Cheap & German do not seem to hand-in-hand.
Not sure what the FL market is like, but I'd think it wouldn't too difficult to find something like an early '00s Civic/Corolla/Sentra in that price range.
Might be better to put $2k down on something a bit nicer?
Your Friendly Canadian
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The 2.5L is actually supposed to be pretty reliable. The seller doubling down on the 4-cylinder VTEC would be enough for me to move on...
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#1 STUNNA (02-24-2021)
Sanest Florida Man
Thanks that's what I figured but just wanted to check
Team Owner
Team Owner
Ex-OEM King
That era of VW's were (are?) plagued with electrical gremlins and problems.
Senior Moderator
I picked up on something interesting today. Two very prominent tuners in the HEMI world both posted on their FB pages today that going forward they will not be disabling emissions controls even on "off-road" vehicles. I guess it has something to do with newly passed EPA laws put into effect since the shift in the White House. Has anyone else heard of what specifically passed that has them all panicing?
https://www.hemmings.com/stories/202...-device-makers
good video about it:
Moderator
https://jalopnik.com/jeep-wrangler-e...cle-1846493328
A 2021 Jeep Wrangler’s 3.6-liter V6 engine apparently tried revving to eight times its redline after the owner left the vehicle’s transfer case in low-range while flat-towing, The Drive reports. The resulting stresses tore the engine apart, yielding a scene that looks as if it might have been caused by a grenade.
The car website spoke with the foreman of a north Florida shop to learn more about the ruined white 2021 Jeep Wrangler Unlimited Rubicon that had been flat-towed behind an RV. From The Drive:
Tuten told The Drive that when the techs began diagnosing the vehicle, they noticed it had been left in “4-Low,” which is what you’d want when traversing rough terrain at low speeds, or if stuck in a rut—but most definitely not while being towed at highway speeds. For reference, the JL Wrangler manual explicitly states not to exceed 25 miles per hour with 4-Low engaged.
As you can see in the clip, the crankshaft is broken, the block and pan are in pieces, there’s no flywheel or clutch kit to be found, the catalytic converter is destroyed, the bell housing is toast, the manual transmission input shaft has been sheared, and — though it’s hard to tell — I’m fairly sure the passenger’s side upper control arm was bent by the flying debris. It’s just a huge mess.
But that’s what happens when you have lots of reciprocating mass moving far faster than it was ever designed to. The Pentastar Upgrade was really only ever meant to consistently rev to roughly 6,600 RPM. With the Rubicon coming stock with a 4.10:1 axle ratio and a 4:1 transfer case low range ratio, and with first gear at 5.13:1, the vehicle’s crawl ratio is 84.13:1. This means the engine spins 84.13 times as fast as the rear wheels do.
If we assume that the RV was towing this Jeep at 60 mph (we don’t really know how fast it was traveling; the shop foreman that The Drive spoke to guessed 55), we can use the fact that the Jeep’s stock 285/70R17 BF Goodrich KO2s are rated to turn 645 revolutions per mile to learn that, at that speed, the vehicle’s tires were spinning at 645 rpm. Here’s my math for that, in case you’re curious:
The 84.13:1 crawl ratio tells us that, when in first gear and low range, the engine spins 84.13 times as fast as the wheels. This means that, with the RV towing the Jeep at 60 mph, the Jeep’s wheels were trying to force its engine to spin at 54,264 RPM. That’s 8.22 times the engine’s 6,600 RPM redline. No wonder it blew up (If I had to guess, it happened well before 50,000 RPM).Towing a vehicle is a tricky process that requires thoroughly reading the owner’s manual. There are lots of factors in play, including ensuring that certain components spin and others don’t, and making sure that what is spinning is getting proper lubrication.
Read the Jeep Wrangler JL owner’s manual, and you’ll see that it firmly denounces towing a four-wheel drive vehicle on a two-wheel dolly, and it spells out specific rules for flat-towing (see above).
You’ll see that vehicles equipped with a manual transmission must be towed with the transfer case in neutral and the transmission in gear. Why is this the case? I reached out to two driveline engineers to find out, and the good news is: They both came to the same conclusion. Engineer 1:
Engineer 2 talks about an automatic, which Jeep says should be put into “Park” during flat-towing. But the same reasoning applies to the manual transmission:
So the short answer is: Putting the transfer case into neutral technically disconnects the wheels from the transmission, but the reality is that bearing drag and oil churning can still create a torque on the transmission output shaft. You don’t want the transmission output shaft spinning on its own for too long of a duration, because the input shaft must spin in order to properly lubricate the gearbox.
By towing the Jeep in gear, you hook the input and output shaft together and couple them both to the engine — the inertia of these connected parts should easily be able to resist whatever torque is sent to the transmission output shaft as a result of transfer case mechanical drag. Ergo, by being in gear, you can prevent a scenario where only your output shaft spins without the lubrication created by a spinning input shaft.
Tremec breaks down the lubrication issue on its blog, where the transmission company actually recommends disconnecting the driveshaft leading to the manual transmission (note: this likely refers to two-wheel drive vehicles or ones without a neutral option in the transfer case):
Though you may initially have thought upon seeing the blown up engine: “How the hell did an owner keep the Jeep both in four-low and in gear?” it should be clear by now that making such a mistake really isn’t that difficult do. You’re supposed to tow the vehicle in gear. The only mistake the owner made, as far as I can tell, is keeping the vehicle in four-low. But just look at the shift knob above, and notice how the four-low shift lever position is just below the neutral position. It’s very possible that the driver simply pulled the lever too far, and didn’t realize that the vehicle wasn’t in neutral, but rather in low range.
If that’s what happened, it was tremendously costly, but seemingly easy mistake to make, and I feel for the owner.
The car website spoke with the foreman of a north Florida shop to learn more about the ruined white 2021 Jeep Wrangler Unlimited Rubicon that had been flat-towed behind an RV. From The Drive:
Tuten told The Drive that when the techs began diagnosing the vehicle, they noticed it had been left in “4-Low,” which is what you’d want when traversing rough terrain at low speeds, or if stuck in a rut—but most definitely not while being towed at highway speeds. For reference, the JL Wrangler manual explicitly states not to exceed 25 miles per hour with 4-Low engaged.
As you can see in the clip, the crankshaft is broken, the block and pan are in pieces, there’s no flywheel or clutch kit to be found, the catalytic converter is destroyed, the bell housing is toast, the manual transmission input shaft has been sheared, and — though it’s hard to tell — I’m fairly sure the passenger’s side upper control arm was bent by the flying debris. It’s just a huge mess.
But that’s what happens when you have lots of reciprocating mass moving far faster than it was ever designed to. The Pentastar Upgrade was really only ever meant to consistently rev to roughly 6,600 RPM. With the Rubicon coming stock with a 4.10:1 axle ratio and a 4:1 transfer case low range ratio, and with first gear at 5.13:1, the vehicle’s crawl ratio is 84.13:1. This means the engine spins 84.13 times as fast as the rear wheels do.
If we assume that the RV was towing this Jeep at 60 mph (we don’t really know how fast it was traveling; the shop foreman that The Drive spoke to guessed 55), we can use the fact that the Jeep’s stock 285/70R17 BF Goodrich KO2s are rated to turn 645 revolutions per mile to learn that, at that speed, the vehicle’s tires were spinning at 645 rpm. Here’s my math for that, in case you’re curious:
The 84.13:1 crawl ratio tells us that, when in first gear and low range, the engine spins 84.13 times as fast as the wheels. This means that, with the RV towing the Jeep at 60 mph, the Jeep’s wheels were trying to force its engine to spin at 54,264 RPM. That’s 8.22 times the engine’s 6,600 RPM redline. No wonder it blew up (If I had to guess, it happened well before 50,000 RPM).Towing a vehicle is a tricky process that requires thoroughly reading the owner’s manual. There are lots of factors in play, including ensuring that certain components spin and others don’t, and making sure that what is spinning is getting proper lubrication.
Read the Jeep Wrangler JL owner’s manual, and you’ll see that it firmly denounces towing a four-wheel drive vehicle on a two-wheel dolly, and it spells out specific rules for flat-towing (see above).
You’ll see that vehicles equipped with a manual transmission must be towed with the transfer case in neutral and the transmission in gear. Why is this the case? I reached out to two driveline engineers to find out, and the good news is: They both came to the same conclusion. Engineer 1:
The only thing that comes to mind is that parasitic drag within the case might still allow some rotation to transfer to the output shaft and thus still spin the transmission over. By putting it in gear, you prevent that.
I have no idea if that’s really the case.
I have no idea if that’s really the case.
My understanding is that with the transfer case in neutral, the wheels will still drive the propshafts, but there will be no torque transfer to the transmission. Putting the transmission in Park (I am assuming you are talking about the Auto?) would stop the transmission internals rotating. From my experience on other transmissions, often neutral isn’t always a complete disconnection, as there is often drag from the internals or oil churn, which could transfer some torque into the transmission, and on an auto that would mean it would turn (albeit at a low torque) without lubrication with the engine off. Putting it in park would stop this from happening.
By towing the Jeep in gear, you hook the input and output shaft together and couple them both to the engine — the inertia of these connected parts should easily be able to resist whatever torque is sent to the transmission output shaft as a result of transfer case mechanical drag. Ergo, by being in gear, you can prevent a scenario where only your output shaft spins without the lubrication created by a spinning input shaft.
Tremec breaks down the lubrication issue on its blog, where the transmission company actually recommends disconnecting the driveshaft leading to the manual transmission (note: this likely refers to two-wheel drive vehicles or ones without a neutral option in the transfer case):
If you will be flat towing a vehicle that you’ve installed an aftermarket transmission into such as the TREMEC TR-4050 5-speed or Magnum 6-speed, you will need to disconnect or remove the driveshaft. Even with the transmission in neutral, if the driveshaft is not disconnected or removed, the mainshaft in the transmission will turn with the rear wheels. However, the cluster will not turn and lubrication will not be fed to critical transmission parts.
This will lead to damaged needle bearings under the speed gears and/or the pocket bearing between the mainshaft and input shaft. This is why it’s crucial to remove the driveshaft if you’re having to flat tow your TREMEC-equipped vehicle. If you can’t remove the driveshaft before flat towing, don’t flat tow the vehicle.
This will lead to damaged needle bearings under the speed gears and/or the pocket bearing between the mainshaft and input shaft. This is why it’s crucial to remove the driveshaft if you’re having to flat tow your TREMEC-equipped vehicle. If you can’t remove the driveshaft before flat towing, don’t flat tow the vehicle.
If that’s what happened, it was tremendously costly, but seemingly easy mistake to make, and I feel for the owner.
Ex-OEM King
It's not that easy to get the Jeep into 4L, they make it difficult on purpose. You can put the transfer case into neutral without the transmission being in neutral so not only did this person pull it too far but they also came to a full stop (or never started), put the trans in neutral, then pulled into 4L which definitely requires more force than going into N. Either way, this is one hell of a money shift.
Moderator
Flat towing in 4L, with trans in N, hard bump drops trans into gear = grenaded engine?
Not sure why you'd have it in 4L to begin with, though, especially (assumed) on pavement.
I remember working for the Chevrolet dealer in college. Got an overnight delivery. Long-bed, crew-cab, dually, duramax 4x4 was parked nose-in & left in 4L. Took both feet on the brakes until I could get it into N, and shift to 2wd. Huge moment, it just wanted to crawl hard in R.
Ex-OEM King
Flat towing in 4L, with trans in N, hard bump drops trans into gear = grenaded engine?
Not sure why you'd have it in 4L to begin with, though, especially (assumed) on pavement.
I remember working for the Chevrolet dealer in college. Got an overnight delivery. Long-bed, crew-cab, dually, duramax 4x4 was parked nose-in & left in 4L. Took both feet on the brakes until I could get it into N, and shift to 2wd. Huge moment, it just wanted to crawl hard in R.
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Thread Starter
What the hell man..........
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