Sorry for the late response once again, things have kept me very very busy. We had a little incident a while back where someone had attempted to use the DTM Dreamworks firm name on a Toyota forum, with out our permission, however good was made by the forums staff and all is quite pleasent to be honest.
I still am not a fan of forums, mostly for the vast amount of miss imformation and miss qouting that goes on.
I recently have been in and out of town and very pressed on time. I strongly recommend emails, emails are much faster replied to then phone calls. If I am free I'll respond, if not do leave a message. If you call and then don't I probably will not respond assuming you were not serious in the first place.
( Tuning ) sometimes I get a little frusterated with the tuning scene. One of the reasons is that a lot of people cut corners, cost is key however you need to consider durability, refinement, and ofcourse response. Some of the most popular applications on the market presently and especially the cult classics are quite aged. And often the mechanical componants are warn or just plain and simply put tired!
1. Before you do any sort of bolt on, you should be considering some type of managment tuning. I don't care how basic or crude but stay with in the tunable parameters and you're engine will thank you, fallowed by wallet.
2. Again we are back to architecture, I probably by now sound about like a broken record, but in order to optimize you're vehicle or engine parameters you must have with each modification the engine or vehicle parameters tuned to function correctly.
Beyond this the research and developmenet of a individual product is very important along with how the componant or part will work and respond in conjunction as a total architecture. Systems such as VVT or VVT-i, VVTL-i or Vanose,
etc should be optimized and utilized. In some specific to complete race only applications these systems are elimanated and absolutly not acceptable unless you are in top level motorsports. The existing architecture should be used in short as a benifit not a tool for masking hear-say.
3. Learn to listen, chance are if you are approaching a tuning firm, speed shop, or engineering firm they probably know a whole hell of a lot more then you do. Don't be insulting, and do not attempt the usual justifications for what you think should be and want to hear. Listen, most people don't really know what they want. Be sure to be clear about you're budget.
When you are asked a question stop, listen, think about it a moment, and then elaborate. If you aren't sure disclose it from the start. If you think you know, disclose that, do not attempt the switcharoo where you suddenly come out of left feild as some sort of old pro. Most just instantly shut off and ignore you. When you are asked a question, respond, don't play the I am holding out to play my chips. Help the firm help you. Be clear about you're goals and what you are attempting to acomplish.
Trying to make up the usual justification for why you need
a particular modification is ill advised. Especially if it puts you at risk with the law. I'll be frank and honest, after a while you learn the personality traits of a the speed culture. Beyond that there is a big difference between what is acceptable for street driving and race or track tuning.