Förövrigt så är jag nöjd med CA18DET motorn, riktigt kraftfull för sin lilla storlek. Anledningen till att folk bytar ut dem är väl för att dem inte kan trimma rätt och rasar vevlager m.m. Har en polare vars fd S13 CA18DET bromsats till över 440 hk helt org botten. Så den är inte sämre än någon annan motor
instämmer helt.. Den motorn pallar med mycket stryk om man bygger den rätt. Fast många tycker att det e lättare att byta till större motor och då får dom även lite bättre vrid med på köpet
Ja det går mycket oförtjänt dåliga rykten kring CA18 motorn, har tittat djupt både i Rasmus och andras CA18 motorer nu bara det senaste året..har aldrig varit i kontakt med dessa motorer innan. CA18 motorn har en bra gjutning i både topp och motor.
Problemet är väl som med många andra bilar att maskiner som denna blir igenkoksade av svenssonkörning och snålande med service och sen köps den av en ung och grön japsefantast som vill sprätta omkring, sen träffar man kalle nere vid kiosken under mörka sommarkvällar och ser alla balla grejer han klickat hem från andra sidan jorden så då kan man ju inte själv va sämre och sen utan en tanke på oljekylning eller renovering ligger man på varvstopp ett par kvällar och rasar... och vips är det en dålig motor
TEAMPONYDRIFT.com är nu återförsäljare för Wisefab.com
Wisefab är här med ett revolutionerande bolt-on framvagns/lock kit. Det hetaste på marknaden! Grym styrkontroll och upp till 65 graders styrvinkel, paralellsteer!
Webshop öppnas inom kort, tillsvidare görs beställningar till Michel Rayes på PonyDrift Order: mr@teamponydrift.com
NISSAN S13,S14,S15. Pris:12,250 SEK tom15 Jan 2012 *65 degrees lock *Paralell steering *Higher roll center 56mm
S-body spec: Engineered for performance and handling
65 degrees of lock, parallel steering - both wheels turn the same angle. As an option, there would be a possibility to buy Ackermann adjustment kit(now included untill 15 Jan 2012). You could tune your steering geometry either towards positive or negative Ackermann in just a few minutes even at trackside without messing up an alignment. Higher roll center (RC). Lowering the car would mess up the original factory designed kinematics, especially with MacPherson suspension. On Wisefab knuckle, the ball joint is lowered 56mm, which brings the front RC up on lowered car, providing higher roll stiffness and letting to remove the front anti roll bar (sway bar) that is quite difficult to package with that high lock angles. Very good camber control and minimal bump steer with high steering angles. On drift cars the dynamic camber and bump steer is much more important than static. With our kinematics we have assured that the camber would provide very good front grip and bump steer is minimal at all the range of steering. Steering jacking control. During steering the car chassis is moving up and down – this is called jacking. Steering jacking is caused by combination of caster, KPI, trail and scrub. On road cars, this effect is used sometimes to balance the car or to help to turn in. During drifting, when steering angle is much bigger, jacking is also bigger, even with the same geometry and it could become a problem. We have changed the geometry that it doesn’t cause any handling issues. Consistent and predictable self-alignment torque. Caster is not the only important parameter to provide sufficient self-alignment torque especially at high lock. It’s the combination of different parameters to maintain consistent trail and self-alignment torque. With our setup the steering wheel turns always to the direction of movement and doesn’t get stuck at full lock. Other components, packaging and clearance. This kit assumes coilovers to have enough clearance. Dependent on rim width and ET, wider fenders or fender flares would be needed. 15“original rim could be used if needed. With tire diameter not bigger than 605mm (215/40R17) and lowered ride height the inner wheel wells don’t have to be modified. With tire diameter up to 635mm (215/45R17, 225/45R17, 235/40R17, 225/40R18 etc) and lowered ride height the inner wheel wells need to be slightly modified. Recommended backspacing is 135-140mm (7“ ET45; 8“ ET35; 9“ ET25). If ET is smaller, then wheels stay more outwards, if ET is bigger, then spacers need to be used.
*Over 60 degrees lock *Higher roll center *Uprated steering geometry
Test video BMW E30
BMW E36. Pris:11,000 SEK
*Over 60 degrees lock *Higher roll center *Uprated steering geometry
Test video BMW E36
BMW kit spec
Engineered for performance and handling
· Over 60 degrees of lock. The most important parameter, that everybody is speaking of in drifting is lock – we have it! While providing well over 60 degrees of lock, this kit is engineered and tested to optimize also a lot of other parameters that make the difference in handling and performance.
· Higher roll center (RC). Lowering the car would mess up the original factory designed kinematics, especially with MacPherson suspension. This kit brings the front RC up on lowered car, providing higher roll stiffness and letting to remove the front anti roll bar (swaybar) that would be quite difficult to package with that high lock angles.
· Revised steering geometry (Ackermann). Factory designed steering geometry is engineered the way that all the wheels are rotating around certain corner center, which means that during normal driving the inside wheel is steering much more than outside wheel. During drifting the corner center compare to the car position is not where factory engineers were assuming it to be and front following wheel would create a massive drag that wears out the front tires and forces the car to spin. For that reason the front wheels need to steer more equally for drifting application. There isn’t any clear answer how much Ackermann or Anti-Ackermann there should be, but during testing we have found the optimal result that has a good performance and drivers with different style would like the handling.
· Good camber control with high steering angles. With high steering angles the leading wheel will have a positive camber, which is not a positive effect. It reduces the front grip and during turn or flip it creates a contact patch transition from inside edge to outside edge. Camber change during steering is caused by combination of caster and KPI. It is not possible to eliminate it, but with our geometry it has decreased as much as possible.
· Steering jacking control. During steering the car chassis is moving up and down – this is called jacking. Steering jacking is caused by combination of caster, KPI, trail and scrub. On road cars, this effect is used sometimes to balance the car or to help to turn in. During drifting, when steering angle is much bigger jacking is also bigger, even with the same geometry and it could become a problem. We have monitored it and changed the geometry that it doesn’t cause any handling issues.
· Predictable self-alignment torque. With certain suspension geometry at high steering angles it could happen that the steering wheel is locking up at the end and driver needs to apply some force to flip it to other side. It is annoying and risky, especially at high speed. We know what causes it and have decreased it to minimum, if not eliminated it.
BMW E36 adjustable rear lower control arm. Pris: 2,999 SEK
Riktigt fet bil du har! 
