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well I have a dta S80 going spare, but also have you thought of syvecs?

does it have to be motec? there are other ecus around that will do the job quite nicely.

couldnt you just buy the rear arches?

Sorry, wasn\'t meant to sound condescending, just thought it was worth putting it down.

Carl, how dose one go about knowing how much to remove to low the comp of a rotor?

for example say we had a 9:1 how would you know how much to take out to make it 8:1?

I know it\'s not exactly the answer, but isn\'t it preferable to start with S4 rotors? Due to both the lower compression ratio and them being stronger, so will take additional milling with lower risk of weakening them too much?

scalloped and semi pp....winner!!!:WaveBye

That\'s nothing, I am thinking of scalloped rotors and full pp*








*yes, I am just seeing if I can get someone to bite...

One of my mate on a Supra forum sold one- he got F88 ECU after he sold his Motec M800 ECU. After runing his car on the F88 ecu, he didn\'t feel any substantial difference and decided to go back to MOTEC.

I can\'t remember, but he also had problems with the support team or something.

Before going Motec route myself, I did a lot of research on ECUs and Motec ticked loads of boxes for me.

On the other hand, I am a big fan of Motec and Haltec ECUs, so my dislike can also be motivated by the Love of Motec and Haltec loll

Mir

so being no worse than motec is a bad thing?!?

Don\'t suppose you have a link to the site do you? I am trying to get my head round them!

With regards to porting, what is your take on beveled/scalloped rotors to modify the timing and duration rather than the plates?

Sorry, not impressed with the Life racing ECUs.

Mir

Why is that? Currently looking at getting one (well more likely a syvecs version)

R.e. power/ compression ratio, as far as I can see Rice is making the point that higher compression will make more power compared to lower compression if all other variables are kept the same, and even if timing and fuelling is optimised. Intuitively this seems to make sense. However your absolute limit of power will be down to fuel, as the compression (which will be adabatic) will result in temperatures to cause pre ignition/knock. Carl is countering that whilst the power at a set boost will be less, the lower compression allows higher boost to be run before you reach that pre ignition temp in the chamber (again makes sense because you can compress the air in the turbo, then cool it through the intercooler before compressing it in the cylinder/rotor). The downside is that lower compression necessarily means less expansion (in the power stroke) so can\'t take as much work out of the combusting fuel compared to higher compression. Hence th poor fuel economy seen for lower compression motors. I guess the question is which is better overall, running higher compression rotors and less boost, or lower compression rotors and more boost. My gut feeling is higher compression is the more \'correct\' method, but lower compression rotors would give a greater safety factor and probably better for real world applications (accounts for dodgy fuel, small errors in mapping etc).
Carl, Rice, have I understood your points correctly?

The FD was bought from Pettit in the USA and served for 3-4 years. The engine work was done by WGT (after I send them to Pip) Then the car got to old by FIA standards (new crash testting etc) and the team switched to a new chassis with a 20B engine built by Carlos...something in Miami. Very well known rotary engine builder.. his name just slips my mind.

Car has been very reliable since it\'s debut and competitive... For 2013 I don\'t really know what the plan is  but the driver is a customer of mine so I\'ll try to keep in mind and ask him next time

Carlos Lopez? I think he did some engines for the lmp cars a few years back.

Yup. T4 iwg.

Yeah they cost a fair bit, which is why I went iwg. By the time you factor in 2 wastegates, more complicated manifold, more complicated down pipe, bov (if you are that way inclined) boost solenoid etc, the difference isn\'t as much as you would expect. Anyway gtx series is hardly cheap! An ewg would have been a lot more difficult to justify.

Will see what I can do, it isn\'t with me at the mo, have sent it off to be offered up to the engine so the manifold can be made.

It looks like the larger efr turbos are vapourware after all. My 8374 is finally here. Yes this thread is mainly me bragging I have got one, sorry about that, but have included pretty pictures of it. Unfortunatly my build is so glacial it will be quite a while before I see what power it knocks out.