RICE RACING

cool story

Imagine now for a moment if kunts knew what they were talking about and won a world championship in Formula 1? Some real knowledge below that you wont find on the internet of shit or a book written by a no body p.s. no billet blocks, alloy rods, dildo milf spec twisted knowledge, or one lap wonders pretending to reinvent speed LOL.... Don't make me post up more! :) Talk about reinventing the wheel, geez.

Farken Jezuz Kunt, just wanted to quote this as its the longest post I ever seen. Either way good job Lez

I look after one race car, money no object deal, same story. Stainless this that pumps injectors you name it and still mega homo maintenance nightmare it is in reality. Only thing that saved the shit show is the Life Racing computer and someone on the key board lol....... but still its a kunt needing to waste time and money with E85 garbage when petrol and water does better, with none of the proven 'failures' ironically that the ethanol sniffers shit on about against cars that work 100% of the time, go figure ! :)

Pulled down one E85 carb a little while back that had more crystal growth in it than a meth lab in Bankstown

LOL^^^ Never ever had any WI system cause an engine failure. E85 (system failures) on the other hand :) got a spare few hours to list them all, I know I don't hahaha. Similar to what you are saying though in a way, do it properly and its never ever going to be an issue, you will always have something else failing in the fuel system before WI ever will in my experience. E85 is max homo in any system set up if you leave it long term, compare that to WM50 that sits for over 10 years and you dont have any such 'prolonged storage' nightmares as is common place with E85 'cars'. Should not really be called cars honestly as they spend more time in workshops and on tow trucks getting the shit 'engineered properly' :P and there is always an excuse for why the E85 shit itself.. 'do this right do that right blah blah' only thing they can say about WI systems is it 'might fail' good luck to you :) we dont need RACV or NRMA on speed dial or need to throw fuel injectors, pumps, fuel bladders, tanks, carburetor bowls or jets etc in the bin let alone spend time cleaning them out from gum formation that E85 is known to do. I know cause I have lots of customers who still insist on using the shit ! Compare them the the WM50 and petrol cars and you know what they say you can lead a horse to water but if the kunt wont drink then shoot it cause its not worth the trouble.

So much pain on E85 ?

Halaltech ah the good old E6GAY :) those were the days. Almost as memorable as these below, btw are they still around ?

Never heard of them?

Going all out may as well put in a decent computer while at it

I think the issue is these companies who make those offerings in the majority DO NOT race at professional levels....... thus the strategies are lacking, let alone the kunts who set them up its comical listening/reading to some of the total crap on GagTube/Arsebook honestly.

Like running 4bar then seeing 1.7bar in the fuel rail, will your motor still be running? :) It can and does happen what is good/great these days is with the right systems + design + execution you no longer need to "take the engine out" when it finally catches up with you

Agreed with you Lith, you need the extra capacity. Say for example you have a fuel pressure problem (been hit with a litany of these last fortnight!) what then can happen is a back ground calc will take over (dep on ECU type? code?) and manually and much more quickly than relying on a feedback loop from a Lambda sensor OR covers situations where those are/cant be relied upon say on action of limiters be that tr or traction or some other ...... you then NEED to have this margin, if you injectors are maxed out or even not enough extra capacity built in you wont be able to control what happens inside your engine, despite your paper/internet page 'engine protections' lol :) Pressure (fluid) sensors act very fast much faster than a feedback through any exhaust gas measurement, just a tip for young players.

It's a little known art form (internet age) to run more excess fuel and correct spark advance. Some tuna's get too carried away with BS abstract on line learning crap advice to target set fuel amounts, there is no such thing honestly. Knock limits and thermal capacity or tolerance (pistons rings, valve seats, seals etc) is what is key, your blokes advice is sound, stick with it. All the best cars are set that way Lost count how many tests I have done in real world showing arbitrary 'Lambda targets' then doing the same with what the engine wants and always the performance is better, EGT is lower, knock is always less... fuel economy is down but no one I know gives a f7ck about that :) Some are spark limited and in those applications the motor tunes you, and that is never a good thing lol.... Get proper spark (Inductive is NOT proper !) and see the light.

Yo, it's Peter I mount them anywhere (in the exhaust manifold) as the averaged TIP is basically equal, Don't know if ECU specific but some I see run what must be accumulators to filter the signals? Don't need this on Life Racing based ECU you can see we just run a pipe to a conventional pressure transducer (nothing special) have many in service no issues.

Good stuff ^ :) On the other end of the scale did an EFR7064 the other day on a 1.8lt (460rwhp on homodynamics roller) but running car weight is 700kg region and small frontal area means it runs rings around anything else :). And doing twin EFR on R35 next, all of them fully instrumented

Maybe concentric twisted knowledge? LOL

Don't expect much from vendor paid advertising

Let's see when the kunts show the performance Everyone prefaces 50 different excuses as to why it wont do XYZ, typical of the times we live in now in Generation GAY.

Puts on EFR and makes excuses? FYI 100% Stock motor we ran on EFR9180 at 2850mB easily, when took engine out on tear down it was perfect inside, even on full knock limit running then again it runs a proper ECU As the most respected/qualified Internet knowledge & on line learning vehicle modifiers in the world said and I quote: "If I was too like buy a hot water balloon and I don't fly it, like whats the point"

^ way too small for a 13B engine IF used for maximum output. Forget the dyno sheets, lets see if anyone else puts up actual performance (in a 3rd gen RX7), that is if they don't detonate and spray oil on the rear tires like the majority seem to specialize in ?

Great vid, nice box too, perfect.

Can you read Roger? I put up a graph of changing gear at 9300rpm on Syncro its a non issue....

Just for old mate cause he loves a triple banger post ? Here is best case scenario, race engine with Hewland transaxle with ~30ms shift time, but real time listed to accel off/on (which is what matters) paddle shift closed loop, the motor decel rate is F1 like so works with this type of box, still a rebuild last year was $10,000 where we had to fix some parts and do a few ratio changes! not cheap! Then there is the more realistic (drug race set up), H pattern dog box, with street twin turbo V8, this run was low 10 at 150mph, and lots more inertia in boat anchor V8 v's a proper race engine, anyway same comparison, there is NO difference in performance on gear up shift at all. Nothing worth the head f**k of maintaining a dog box, changing oil every event to get rid of metal shrapnel etc etc. Take from it what you will ? I tried to keep the scales the same and show some real information. One of the other aspects that I have spoken to some makers of certain 6 speed sequential transmissions is ratio spreads and the ultra stupidity of close ratio's on good turbo engines, there is MANY cases where a 4 speed with 1:1 in 4th is far superior to a 6 speed that has say a 1:1 fifth or 'ultra stupidity' of a 1:1 sixth!!!, you waste so much time in acceleration losses compounded inside the gear set, let alone inertia from accelerating the masses and wasted gear changes, that you find many cars (GTR road cars included) accelerate much faster with a 5 speed dog box (correct final drive) to only use 4 speeds over 400m. The same is evident when matching a stupid engine set up 'peaky power' to a 6 speed sequential seen it so many times that they are just shit boxes in acceleration no faster than a broader engine power spread mated to a conventional wider spaced transmission ? food for thought. But what would I know LOL.

^ Wise choice ? You don't need a dog box either despite what some will say to you too ? If you are going to have some fun with it (not just straight line bullshit) then invest in some skills development and learn how to down change properly (let clutch out in neutral) and physically match the shaft speeds, reducing stress on the syncro work load. Once you master this (not easy!) especially if you combine braking at limits ? then the syncro box will last you 100 fold what a dog box will.