MaciekR

Which optics are you running on the top AR?

Damn... Getting spanked by a '94 C2 must sting a little...

Well thank god there's no black ice in April huh?

LOL, been a fan of it for quite a long time, the second I realized I could get custom dust covers made it was game over. Bought a few for all of my different AR projects.

My latest AR setup... PSA lower, Spikes upper with a 14.5" barrel plus muzzle brake, Daniel Defense EZ Car handguard, Magpul BUIS, and Trijicon TA31F-G ACOG.

That thing looks so badass!

146mph? Were you on a Ninja 500?

Do you guys have flow numbers for this intake setup?

Just going to take a swing at this, but I'm going to assume an engine management system, engine wiring harness, and engine. Or, it could very well be missing the entire drivetrain (transmission, front diff, axles, etc).

Agreed, looks like a work of art. It also seems like a much more efficient setup compared to competitors in terms of piping placement.

I'm sure NASA has something they can lend to Wiggs for research and development...

That's Adel Wiggins... http://www.adelwiggins.com

Uh... I may be completely off base here, however, from what I understand the curb weight on a factory SV is 3450lbs...

It does have the TT after SV, so I'm assuming it is a custom gauge cluster background.

0 - 30 - 60 - 90 - 120 - 150 - 180 - 210 - 240 - 270 - 300 - 330 Yup, that's 330mph...

Also the sidewall of the tire. A low profile tire will have a considerably stiffer sidewall which will in turn hurt much more than say an Expedition tire which will have a much softer sidewall.

I'm having a little bit of trouble with this distinction that you're making between naturally aspirated knock frequencies and forced induction knock frequencies. Could you please provide the forum with some more technical information? Perhaps any engineering articles you've come across outlining the differences in knock frequencies under these different cylinder pressures?

So basically what you're subtly getting at is that this is a combination of transmission computer programming in addition to features found on the stand alone engine management systems you also use in conjunction with the factory engine management system? I mean at the end of the day you could easily control boost loss during shifts solely by the stand alone engine management programming. I'm also curious about the effects of these complex systems on safety controls to prevent catastrophic engine failure in the event that something were to be compromised within your turbo system.

I saw your car on the dyne when I was there last week, sounded great. I'm sure you'll enjoy it!

Also, unless you were looking at the Glock G36, all of these are going to be considerably thinner.

The Sig P238 is shorter than the P7 by an inch or so, which may be a problem depending on the size of your hands. The accuracy is excellent and the trigger feels great. The width is identical. And it is pretty well balanced compared to the H&K. The Walther, depending on which magazine you're using is either half an inch shorter or slightly shorter than the P7. The width is identical much like the P238. Since it's a polymer frame, it'll be considerably lighter. The trigger is excellent much like the P99. If you can, I suggest going to a gun shop to feel all of them and see what suits your hands best. As far as upkeep, the Walther requires practically no maintenance after initial break in, which will be around 100rds-200rds.

If you spend any time on the range it's going to get hot pretty quick, which is one of the only things I'm not too crazy about, but as a carry gun that's the least of your worries. Have you considered looking into the Sig238 or the Walther PPS?

Yeah, but the Motec engine management system isn't capable of running a direct fuel injection setup. So they are running a secondary fuel system.

For the engine management, did they use the factory engine management system? Or is it running a second set of injectors run by a stand alone engine management system?