Kodename47

The wait list is a good 6-12 months last time I checked, Also I doubt that 5 psi will give you that power seeing as over double that boost gives ~250whp on a Sprintex setup.

I'm happy to....

Electric SuperCharger Master Cylinder Brace

Isn't there just 2 Sprintex cars going?

Ought to ask for a blitz up the strip in your own car.....

From reading the pdf of the development, it's where the resonant frequencies lie that are the issues. Those are the coloured lines. So the Fluidampr one may be similar to stock over the entire chart, they have similar resonant frequencies but the Fluidampr has less vibration angle for the resonant frequencies. Whether it's a worthwhie upgrade or not though, that's personal preference. I believe it is a bit lighter than stock. What is clear though is that the resonant frequency of the lightweight pulley is at a high frequency and has a high vibration angle. As to the difference in lightweight pulleys, none of them are damped (they couldn't be to be lighter) and the weights would all be similar enough that the frequency and vibration charts would be similar.

Here's more info from the development: Stock: The first crankshaft resonance appeared at 88Hz and was almost below the testing rpm range. A second crankshaft resonance was also seen near 260 Hz. Lightweight: The lightweight pulley shifted a third crankshaft resonance into the operating range at 600Hz. The 600Hz resonance excited 5.5th and 6th order vibrations. High frequency amplitudes carry much more stress than equivalent low frequency amplitudes because they occur more times per revolution. Crankshaft driven timing components and oil pump drives can be more susceptible to high frequency vibrations. Fluidampr: The Fluidampr performance damper effectively reduced all vibration amplitudes to less than 0.25 degrees peak across the testing range. Amplitudes also show a general reduction trend while approaching the upper limit of the rpm range. More info here with a pdf of development and testing where the info has come from: http://www.ft86club.com/forums/showthread.php?t=89734

These went up last night, thus showing a more full picture: Stock Lightweight Fluidampr Full dyno from lower RPM:

The top one shows the difference in vibrations, it's a shame the stock one isn't included however I assume it's the same or better than the Fluidampr one. The bottom is actually a dyno pull, surprisingly showing that the lightweight one makes less power. Those are actually FA20 based charts too, not generic.

BTTT Just seen this: Fluidampr Internally Balanced Damper They have released some data vs stock and lightweight crank pulley:

Here's an article from 2012: http://www.topgear.com/uk/car-news/toyota-gt86-kers-2011-11-9 KERS - Not battery powered but stored energy from recuperation.

They already said that it was a possibility on the facelift cars a year or so back. The technology isn't that far off, it'd be something more similar to Honda's IMA but Toyota have the Tech and the developments bring it cheaper all the time. Power recuperation is fairly maistream these days, BMW have used this fr many years now and guess who Toyota are now in bed with

Bluewater has big car parks.... And doughnuts.....

Pah, go widebody or go home

I can probably answer that given that the EK9 is essentially an updated DC2. They are so light and you can feel it, which means that despite the "lack" of torque, the engine works well in harmony with the chassis. Honda really got everything right about the early Type Rs, strengthened chassis and very well designed suspension. The B16/18 R engines really made you feel like it was a race engine which made everything an occasion. They are very different to the 86 though, I love the creature comforts in my 86. My 9 had A/C and electric windows and that was seen as luxury. Honda designed the car to be as minimalistic as possible, it was designed as a trackday car IMO. It's not a hot hatch like today where it's nicer interiors than standard models and all the extras, it was spec'd so that it was for people who enjoyed driving.

Essentially the stock ECU does just this with the advance multiplier. Simply put the ECU has 2 ignition timing tables, base and advance. The advance multiiplier is between 0 and 1 and does what it says. The total timing is: Base Timing + (Advance Timing x IAM) = Total ignition timing. Don't forget that the ECU is designed to detect the onset of knock and not just when knock occurs and retards timing. If it consistently has to retard timing then the IAM decreases meaning your run less timing overall from the advance table. Realistically you could have two maps and setup that if the IAM really starts to drop then you switch to a lower octane map. The reason some of the guys in the USA were getting issues is that they were setting the advance table to 0 giving no adjustment, as some tuners believed that the IAM would fight their work and performance would drop. If you give it a large range operation then it can, in theory, adjust well for a large range in octane.

Take that with a pinch of salt though. My days of Honda rolling road days, I never saw a stock one break 220bhp and one got as low as 210bhp. However they were also fabulous at taking boost due to being forged so I knew a guy with a Comptech S/C'd one with Spoon goodies galore running ~400bhp with headroom left. I think our fuel didn't help but I know it took a good day with Japanese fuel to get the quoted figure. That said, plenty of fun to drive no matter what.

Flexfuel monitors ethanol content, I doubt there's something that can monitor octane. Certainly not that I know of. The best thing with ECUtek would be to have different octane maps,but knowing when to switch requires knowing what to look for.

My Type R: Started with a B16B, which was crazy for revs. The only B Series near to the F20 in sound/attitude. It ended up with a B18C with lots of bolt ons. Not quite as rev needy or frantic but still lovely. It lacked torque with the B16B but the character was something different and despite being a chavvy Civic was always well respected. It was rare too, which is one of my requirements for owning a car.

That was my last car.... 9k RPM is fun and I still miss the sound. I'd still say the favourite car I've owned. Still love Honda, just wish I'd stuck with my original plan of replacing it with a NSX, having been in an NSX-R, but the money for what you get is crazy.

Doubt they would hold up to a 15-20 min track session, seeing as they are "street" pads.

More duration = intake valves open longer and exhaust valves open longer. Put simply, greater time to fill the extra capacity. Extra lift also helps with this.

It's quite pricey for a display though. It's a shame that the CEL flash for knock hasn't been implemented in ECUtek. Just rely on the mapping that it'll be ok. A few datalogs should be adequate to know that the tune is safe.

Backbox/muffler/axle back only options: - Works AB-M: http://store.worksmotorsports.com/WORKS_Exhale_ABM_Axle_Back_Muffler_Exhaust_p/147.212.htm - Greddy SP Elite - Stromung: http://www.ft86club.com/forums/showthread.php?t=28062 - HKS Legamax: http://www.hks-power.co.jp/en/product/exhaust/muffler/legamaxpremium/index.html Seems like this is your criteria: http://www.ft86club.com/forums/showthread.php?t=64710

The Advance Multiplier (IAM) is a good indication if things are running well or lots of knock is detected. Alot of that will depend on the way it's mapped though. Are you going to get it tuned on an OFT?