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You have something confusing going on. I was searching for some articles on fuel injection tuning back in 1999 and I found a few of them, one in particular issue 19 page 81, Electronic Engine Management Part I dated March 2, 1999, in the technical features section. When I click on it, it brings me to a much later article, issue 419 February 26, 2007 article. Why is that? Actually this happens for issue 20, and issue 21. They bring you to Issue 420, and 421. Can you explain what is going on? Can you provide me with the 1999 articles?

Greg Fischer
United States

Where material has been republished, the original article number is updated.


I'm writing in response to Julian Edgar's "Car Aerodynamics Have Stalled" piece. I just wanted to point out my research aimed at defeating aerodynamic
pressure drag on cars, planes and other vehicles. You can read more at my website:

Dave Birkenstock
United States

LS400 Tuning

I have a ‘90 Celsior and I'm very interested in the Digital Fuel Adjustor. I realise that it will have to go on the pre cat oxygen sensor as the Karmen Vortex airflow meter uses a frequency signal. Julian mentioned in one of his articles that the closed loop on his LS stayed in longer than most before going to open circuit; just how far up the rev range was that? 80 percent of the time I'm never over 3000 RPM so if it stayed on the oxy sensors to around those revs, setting the DFA up on the oxy sensors would be enough? Also how will the ECU handle the DFA only being on one of the two pre-cat oxy sensors or do I need to use two DFA's seeing as the engine really runs as two 4 cylinder engines? Is it possible to convert the frequency to volts, put it through the DFA and then convert it back, as well as having another unit on the oxy sensors? Any help would be greatly appreciated. As a side note I will most definitely be running one of the pulse units on my power steering  !!!...Can't wait !! Julian how did you handle it when you sold one of the best put together cars in the world? I feel "Safe" in my solid as a rock Celsior, now you drive a micro sandwich???? Or do you just not go down that road?
Richard O'Neil

We suggest that using the Digital Fuel Adjuster on the oxygen sensors will not be successful – we have tried it and it didn’t work. Julian Edgar has owned as many small cars as large cars.

No Return Line

Just read your article 'Boosting Injector Flow' that covers vehicles with a return fuel line. Will you be looking at vehicles with no fuel return line? eg MX5 after 2001

Dennis Dunster

See Modifying Returnless Fuel Systems, Part 1and Modifying Returnless Fuel Systems, Part Two

Airbag Modifications

Modifications to airbags! This is exactly the sort of "nobody else even thinks of writing about this" stuff that keeps me subscribed. Keep up the good work.

Patrick McAuliffe

Fusion Intercooler

I was reading "The Fusion Intercooler" article and this got me thinking.  It is said in the article that intercoolers under most boost conditions (road use) simply absorb more heat like a passive heatsink than actually pass the heat immediately on to the air (this happens over time off-boost, as described).  Also the article notes the material property of specific heat.

In my personal studies of computer cooling I've learned that the lower the specific heat value of the material in an active heatsink (like a radiator), the quicker it passes the heat to the air going through it.  This is why copper (specific heat value of 0.39 kJ/kg/degree C) is used in high performing PC active heatsinks over the cheaper aluminium (specific heat value of 0.94 kJ/kg/degree C).

So my question is, why is it that copper intercoolers are not used in cars for the same reason?  Now I must confess I don't know very much about car technology, most of what I do know I've actually learned from reading AutoSpeed.  But still thus far I've never seen or heard about a copper intercooler or radiator on a car.  Why is aluminium so often chosen?  I can think of two reasons, the greater price and weight of copper, but I would imagine to some people squeezing more performance out of a car could be done well enough to outweigh these.  Or perhaps aluminium also resists corrosion better?  I'm not sure.

Do enlighten me.

J. Nicholas Sarris
United States

We think you’re confusing the importance of specific heat and conductivity. But in regard to radiators, millions (billions?) of cars have been built with copper radiators – but when copper was relatively cheaper and aluminium more expensive.

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