www.imoc.co.uk

Race Idiot wrote:

Also an f1 cars tyre is the most compliant part of the suspension, its a world away from an mr2.

Yep, not particularly relevant.

I agree though, suspension condition/type and geometry are just as important as tyres.

^^^ true that, even the tyre selection for 16s is starting to dwindle Damn this trend for huge wheels on tiny cars! McStrut suspensions work better with more sidewall anyway and the car rides better! Hmm interesting, I guess that's why the RX7 doesn't feel as inert as the MR2 did on 17s as it has do...

Draven wrote:

I've been told that changing to 16's makes a lot of difference.

In terms of feedback and feel, far better than 17s.

Best setup I found was 16x7/8 with 205/50 and 225/45 performance tyres.

Handled amazing, could feel what the tyres were doing as the sidewalls were just tall enough to flex sufficiently to communicate the road fully and with AD08s it was amazing wet or dry, hot or cold.

budget tyres budget tyres budget tyres 205/40 on a 17 So you have stretched budgets on big wheels, and you're wondering why its twitchy? The MR2 Turbo came with what amounted to semi-slick tyres out of the factory.... Get an alignment, spend some money on GOOD tyres and you'll be amazed at how much ...

*chortle*

ashley wrote:

Marf wrote:I think your hotside is too small personally..

Then he'd see EGT's climbing rapidly as boost was increased wouldn't he?

Not sure, if boost cannot rise as the turbine can't spin any faster due to the hotside being too small then would EGT rise?

You have different cams which all the engine to breathe better, that could account for it.

Bob may be able to comment better than I

I think your hotside is too small personally..

Grab a few meters of 4mm silicone hose, I once used Halfords washer tubing and that used to heat up and collapse and the gauge behaved just like yours, I thought I was the only person daft enough but a few people have done the same on here :lol: :-$ :-k :oops: :lol: I used it to run the boost line ...

ashley wrote:

bobhatton wrote:
Control for the waste gate should come from the inlet manifold not turbo or pipe work.

That doesn't sound right, reference pressure should come from a point pre-TB shoudn't it?

Should come from a point closest to where the charge air enters the engine.

Something is restricting flow up top...

Either it cannot get enough air in or it cannot get enough air out.

Hotside too small?
Cams adjusted properly?

Pull the coil off, turn it upside down, are there any cracks?

Downes wrote:Subaru eibach springs

Downes wrote:how would I tell if they would

Downes wrote:Subaru eibach springs

If the leakdown test is fine then don't worry IMO

How do you know you have excessive crank case pressure?

I'm going to wait and see - I haven't driven the car enough since the mapping :( Any tuner who'd leave a customers car with a fuel map that nearly maxes out the fuel injectors is a tuner worth avoiding. :eye: Ryan 2bar? Just my opinion mate, leaving a non-expert to make a call on that kind of thing...

jimGTS wrote:9years is a plentiful example that high duties isn't a problem.

In your opinion, and anyway, one example is not plentiful especially as the guy says he doesn't push his car.

97% duty is bodgetastic mapping

We'll have to agree to differ.

9years is a plentiful example that high duties isn't a problem.

Nah it's just evidence that the owner has been lucky in this singular instance not to create a situation where the airflow through the engine has exceeded the ability of the fuel system to provide for it

Rev1/2s run 100% duty soon as it hits fuel cut boost levels (ie 12psi). That's a safety feature. I can bet you anything you like that at 11psi the duty is nowhere near 100% :thumleft: Any tuner who'd leave a customers car with a fuel map that nearly maxes out the fuel injectors is a tuner worth avo...