Discover Anthony Robbins in person together with Joseph McClendon on this trail-blazing event! Unleash the Power Within is a dynamic, indescribable, lifechanging four-day event that will give you the possibility to unleash your unlimited power! Learn how to live your life not based on hope or chance, but to design your own life, and to your own taste. As the ultimate physical metaphor of your new inner strength, you will walk barefeet, uncomplicated, over a bed of red-hot coals (the so-called FireWalk). Due to the exclusive character of this seminar (only 5,000 participants), we expect that the best seats will be sold out soon!
The Croatian, Greek, Irish, Portuguese and Thai names given are not official. All Gemini Monsters that were on your side of the field when this card was activated are treated as Effect Monsters, and gain their effect(s).
Tutti i mostri Gemello che erano sul tuo Terreno quando questa carta e stata attivata sono considerati come Mostri con Effetto, e guadagnano i loro effetti. Quando esta carta e ativada, todos os monstros Gemini que estao no seu lado do campo sao tratados como Effect Monsters e ganham os seus proprios efeitos.
Todos los monstruos Geminis que esten en tu Campo cuando esta carta sea activada se tratan como Monstruos de Efecto, y ganan sus efectos. Sign Up today for our FREE Newsletter and get the latest articles and news delivered right to your in-box.
One Of The Biggest Advantages to having a proven mainstream tuner car is all the hard lessons have been learned. The 13B-REW is a modern marvel; small, light but possessing a heavyweight punch, the rotary is a legend.
The 13B is a 'Spaghetti Western' in that it has vacuum lines snaking all over the engine bay, like 67 of them.
The Mitsubishi Ralliart is underrated, yet it has the same 4B11T motor that comes in the Evo X, so it comes with the same pistons, rods, cylinder head, fuel injectors and more.
The 4G63 camshafts are rather small in Evo VIII applications but improved in the Evo IX - still, an upgrade will definitely better realize the cylinder head's potential. Its role as a JDM-based motor means parts are hard to find, which translates into more downtime. The SR20DET is big on potential but there is some foundation work that needs to be addressed before unleashing the boost.
Keep in mind, what makes tuning an art, as well as a science, is that the combinations are infinite, and span a very large cube of power, reliability and suitability for the intended task. Like the 4G63, the EJ20 has been around for a long time, and was offered in various configurations. The challenge of tuning the 2008-up EJ257 STI engine lies not with the motor itself, but with the engine management system that controls timing, fueling and air flow. The Subaru EJ25 motor can be a very potent platform when handled with thoughtful attention.
The Supra 2JZ-GTE was the backbone of high-performance imports in the industry's formative years. As a pre-cursor to Honda's VTEC, Toyota's 4A-GE was undeniably one of the best engines of it's time. The Bluetop came with lower compression pistons, low impedance (saturated) injectors and a large-port head.
It should be noted that after Stage 2 the price of admission is about the same as the popular 20 Valve "Blacktop" swap.
Forget your old patterns and limited beliefs, and strenghten your spiritual, emotional and physical skills to create great results. Durante l'End Phase di questo turno, Posiziona tutti i mostri che hanno subito l'effetto di questa carta.


Durante a End Phase deste turno, todos os monstros afetados por este efeito sao virados para baixo na Posicao de Defesa. Durante la End Phase de este turno, Coloca todos los monstruos afectados por el efecto de esta carta. The best and brightest in the tuning industry have already worn out their dyno rollers, made the big mistakes and collected molten engine internals from the floor in an effort to discover the perfect combination of parts for a given powerplant. From the drag strips of Puerto Rico, to Victory Lane at Le Mans in 1991 to the streets of America the 13B has been a prime-time player.
The durability of the engine has proven to be very good, too, but the weaknesses of the aluminum block have also shown up as cylinder pressure climbs. The 4G63 has a very resilient ECU that is profoundly capable of controlling practically any combo we want to throw at it. The rod bolts don't handle much more than 400 lbs-ft of torque at the wheels (around 460-470 at the crank) continuously. In the end, the 4G63 is a high-rev loving, boost-addicted engine that is knock resistant, even on low-octane fuel. Much of the over kill added in a VQ build is not to support the power up grade as much as to combat detonation and its destructive effects.
From its four-bolt main girdle to its advanced variable cam timing, plasma-coated cylinder walls the VR38DETT is built to withstand tremendous amount of abuse. The OEM ECU is often times too smart for its own good, especially when trying to improve the overall power of the vehicle. The opposed layout leads to a fairly vibration-free engine, the long connecting rods and large diameter pistons allow for copious amounts of torque, which is great for bringing smiles out. Like Honda's VTEC, horsepower was always achieved up top in the rev range while 'torque' (what little of it there is) has always been a bit of an afterthought. Enthusiasts get the free ride and the pay-off: potent parts combinations that make power efficiently and reliably with a high degree of cost effectiveness.
Most people like to go with an all-motor set-up because they think it's cheaper but the truth is the all-motor trail requires a lot of more money when it comes to power for your dollar.
The top of the bores have shown distortion between where they are webbed in the very top inch of the block. The cylinder head flows very well, the pistons are tough forged pieces and high compression, and the crankshaft is virtually indestructible and doesn't become an issue until well over 900 whp. We've pushed the stock engine to 575 whp at 29 psi on 92-octane and it easily withstood this level for a period of 10,000 miles. GReddy has the answer; rocker arm stoppers are relatively inexpensive parts that are a cheap preventative measure but by no means fail proof.
On boosted VQs, keeping coolant from flashing off (a run-away condition where coolant is blown away from a hot spot at the combustion chamber) inside the heads is critical, or it can lead to detonation and head lifting. The GT-R transmission is very technically advanced and it needs to work together with the ECM. Mine has made over 760 whp as a daily driver, comfortable enough to stop by the grocery store to buy milk for my son.
We must understand the small things like the differences between different brands of fuel, to knowing how the layers of compensations and dynamic corrections relate and work synergistically to create a solid and reliable tune. The main weakness is the intake manifold, which is only designed for low-end torque and as such does not lend itself to revving past 7,500 rpm. The 2JZ was an eye-opener to doubtful domestic fans as it powered Pro RWD cars to 6.60s at more than 200 mph. With TVIS (Toyota Variable Induction System), there are two versions of the naturally aspirated "16 valve" 4A-GE here in the U.S.
Additionally, Toyota decided on a "small port" head with slightly less aggressive cams to match for better mid-range torque.
The 13B is a MAP system so the ECU reads off fixed tables and is unable to compensate for modifications that reduces restriction and changes the volumetric efficiency of the engine.


With the 13B's testy relationship with detonation an intercooler upgrade is key when turning up the boost. Some of this can be traced to poor tuning and detonation, which of course makes the cylinder pressures climb astronomically. The belt that drives the balance shaft is small and fragile and if it breaks the result is total engine failure. The RB is a high-revving engine and is especially devastating when using the HKS stroker kit. The DE and DE REV-UP are similar in strength, with the REV-UP having stronger rod bolts, larger oil pump and exhaust cam retarders.
If the ECM and TCM are not within the desired range, the vehicle will have major issues with hesitation, cuts, transmission slips and the gearbox will not allow you to shift at a certain point of torque and power.
With that in mind, a tuner like us must adjust nearly 50 tables to tailor make a unique and reliable driving experience for each individual customer. The oil pump becomes a concern at around 8,200rpm, which is generally well past peak power, so we have room to move with that. Today, the 2JZ still delivers the goods, making an easy and streetable 450 whp, and full builds challenging 1,200 whp. Aptly named "Bluetop" and "Redtop," with these assorted motors appeared in both FWD and RWD Corollas, FX16s, MR2s, as well as the Geo Prism. Ask the customer why they would like to start as an all motor, and how much power they are interested in making? Also install proper gauges, like boost, water temp and oil pressure, and watch the coolant temp; FDs are on the edge in stock trim so be prepared to step up.
Eliminating the shaft means we might have a little more vibration but in the long run it prevents unwanted problems. GReddy's aftermarket offering has baffles that prevent the dreaded oil starvation at the pickup. The HR is significantly improved in that it has a full crank bedplate as opposed to the DE main caps. The GT-R also has a well-designed aero package; my car trapped 195 mph in the standing Texas Mile.
Additionally, there's a supercharged version as well that was offered here in the US in select MR2s. Most of the time their power expectations are unrealistic for an all-motor build and we move into the realm of forced induction. Thanks to many people involved in the open source tuning world, those challenges are less and less with each passing day and it is now very easy to tune the engines.
Bottom line: Engine for engine, the Ralliart has the potential to make all the power that the Evo X MR can make.
The HR also has significant improvements in the cylinder heads, including improved port flow and the use of 12mm spark plugs, which for the first time allowed the internal coolant passages to flow coolant directly between the exhaust ports and the spark plug. Areas of concern include the weight of car, connecting rods over 800 hp and a tight engine compartment requires dropping the engine to work on turbo upgrades.
It is easy to work on for the most part and requires very few specialty tools in order to get it at what you want. I see too many enthusiasts waste time and money running the gauntlet of all-motor mods only to end up re-buying a lot of the components to go turbo. Head gaskets and head studs also need attention if you're looking to get serious boost out of your motor.
Things like lower compression turbo pistons to supplant high compression all-motor pistons, a turbo header in place of an all-motor header, intake, exhaust and installation costs.



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