FERNANDO

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Chameleon:Small Lizard able to change colour for camouflage

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Hi, I am Fernando from Barbados. Welcome to my website centered around high performance cars in Barbados.

I am 41 years old single, 180lbs 5ft 9ins. My Interest include DIY high performance engines, electronics, video editing,

Jogging on the beach and Working out at the gym.

Revival of kNOCK DETECTION using a knock interface I.C TPic8101 and PIC16f877a. The knock level is displayed on a HD4470 LCD. Please visit the knock page for further details to see current progress of LCD interface and SPI communication with TPIC8101

Revival of ignition monitor and distributorless ignition system. Driving a high ouput 034 motorsports coil using logic level power mosfets and dwell programable dwell based on RPM and boost.

Dyno proven 247Hp at the wheels on Rototest Dyno @ 18PSI and 7100rpm

Sales in the sales section. Books,Movies,Boost controllers.Knock Detection

Rc inertia dyno completed

Measuring Instantaneous power of a vehicle based on Acceleration,Speed and RPM.Available soon. Written in assembly language using pic16f877 microcontroller,Adxl202eb accelerometer and visual basic 2005 express Edition.The power and torque is datalogged.The AVI file gives a quick demo of the system.The power is SAE corrected. Other inputs are the weight,temperature,pressure,co-efficient of drag, and frontal area. The system has been upgraded to measure temperature and barometric pressure

Playing with the power band.

Cam gear Installed.

Loosen the allen key.Advance are retard the cam using the nut which hold the cam gear.Bridge T1 and E1 and check timing. This will provide evidence as to how much timing has been advanced. If the cam was moved oo much move the cam gear again until the diffrence as measured by the timing light is acceptable.Put the timing back to 10BTDC and Walllll!!!!!

The truth about the log. A log style manifold will yield a gain of a few hundred rpm in spool yet suffer on high end power over an equal length design... generally. One example was with an SR20 (Nissan 2.0) where they picked up 60WHP by going to an EL over a log.

GT2540/gt3082 think againThe people I have talked to generally think that a "big" compressor with a "small" turbine is somehow ideal. They tend to see them as separate entities. They like to think that a big compressor will give them the ability to make "lots of boost", while the small turbine will let them "spool it up quickly". The problem, as most find out, is that one of two things happens... 1. The small turbine powers the bigass compressor straight up into surge... or 2. They can't make any power up top (and the turbo is "laggy" in certain regions of the powerband and during some transients). This comes back to what I mentioned before. The relative sizing of the wheels comes into play. If the turbine's efficient power production operating regime is different than the compressor's similar operating regime, then you probably have a speed mismatch. In the case of the GT3082R, you've got a turbine that provides a lot of power at the lower operating regime of the compressor, but then requires large turbine pressure ratios to power the compressor at the top end. "Large turbine pressure ratio" is another way of saying "higher exhaust manifold pressures", which of course raises turbine inlet temperatures and reduces cylinder scavenging.

This of course brings up the issue of wastegating. Ok, say you use something like the GT3082R. You can get it to "spool up" down low, but then the wastegate is required to divert a large portion of the exhaust gas at the higher RPMs in order to keep the exhaust manifold pressures at a reasonable level. This will mean that the energy available in the exhaust gas is being bybassed around the turbine. This will mean that the "available boost" in the upper operating range of of the relatively big compressor will be decreased. Furthermore, the inertia of a 82mm compressor wheel versus a MUCH better matched 71mm or 76mm compressor wheel is much greater than the numbers would suggest. Don't forget the intertia of a rotational body is proportional to mass*radius^2, so the radius of the larger wheel is significant. This is why I usually recommend that you choose the smallest diameter compressor wheel that you need for your application. Any map width beyond the mass flow required to make the power you want to make is essentially wasted. Furthermore, a smaller wheel will give almost always give you more surge margin (the left side of the compressor map is further to the left than a smaller compressor). The thing to keep in mind is that various types of applications can require slightly different combinations. The reason I've always heard for the big mismatch turbos is that they're for drag racing. I think it may be that drag racing applications can tolerate bigger mismatches because they need to build boost on the line, and they don't necessarily care if the engine has tons of of backpressure. A match for a road racing application should tend to be much less peaky and more biased toward throttle transients and a flat torque curve. The thing is that most turbo drag classes allow for alternatives (antilag, nitrous, etc.) to build boost on the line. Like I said, it's all application dependent.

Success Measuring Starlets Ignition timing 15PSI @72000RPM TIMING=??????????!!!!!

The monitor will also work on MR 2, Levin black top and Silver Top.

Now that the Timing is known it is possiblee to use emanage to dial in a specific ignition timing!!!!! Unit also measure engine speed. Boy oohhhh Boy the tachometer is way out!!!!

Lastly the monitor will let me run four individual coils,similar to the RUNX and Type R or wasted spark similar to Subaru. This unit allows you to look into the standard ignition map for the Starlet as well as The MR2.

If you are serious about tuning your starlet I am willing to provide a free demo.This applies to all owners who have piggy back in the form of super afc,greedy etc. These units will retail at $500 .

Note that Bigger Injectors will require that you apply a correction factor to the Map signal.This correction alters you timing.How much does it alter you timing??? Without the monitor you will never know. .

How much advance are you running at full boost and maximum RPM?????? Without the monitor you will never know. .

The monitor can be used to copy values to an Aftermarket ECu.

How accurate is the monitor??? Well it is dead accurate. This is proven by tying Te1 to E1 in the diagnostic connector. This prompts the ECU to hold the ignition timing at 10 degrees BTDC. Be reminded though that the ecu will only hold this timing once the idle switch in the throttle position sensor is on. In this conditon the monitor reads a steady 10 degrees before top dead centre. Also note that this test is only valid when the piggy back is not modifying the ignition timing.

The monitor is so accurate that changing values by way of the greddy emange are immediately noticed on the monitor.

The monitor can also beused to dial in cam gears as any adjustment will present itself as a change in ignition timing.

Altering the power band of the 4efte