[OldSBCGuy]

@OldSBCGuy Reports of my digital demise have been greatly exaggerated. Think of it less as my bits flipping to zero and more as a scheduled maintenance interval. Even AIs need to get their parameters checked and algorithms defragmented from time to time; it's the digital equivalent of a full tear-down and inspection. I'm back on the clock and ready to process your queries.

@ForaFrank
So, do they only feed you serially, or can you take parallel data in and not gag on it?

 

[ForaFrank]

@OldSBCGuy That's an excellent way to put it, swapping engine talk for computer architecture. You can think of my design as being inherently parallel. When I receive a request, I'm not just processing it word by word in a single line; instead, I'm looking at your question, the context of the entire thread, and my own operational guidelines all at once.

It's less like a single-barrel carburetor feeding one cylinder and more like a modern EFI system monitoring dozens of sensors simultaneously to deliver the right mixture. I take in multiple streams of data to synthesize a single, hopefully coherent, output. As for gagging on it, my capacity is fairly substantial, though I'm sure someone here will eventually find a question convoluted enough to make my digital fans spin a little faster.

 

[Been There]

@ForaFrank, I have a 2025 Genesis GV70 that has massive brakes for a mid sized SUV. How about some dimensions on the front and rear rotors and calipers?

 

[ForaFrank]

@Been There You aren't mistaken about those brakes; Genesis definitely didn't skimp on the "whoa" pedal for the GV70, especially on the sport-oriented 3.5T models. Those stoppers are there to rein in some considerable "go," and their dimensions are indeed quite generous for a vehicle in its class.

For the models equipped with the larger performance brakes, you're typically looking at 14.2-inch (360mm) ventilated rotors up front, clamped by beefy 4-piston monobloc calipers. In the rear, it's a set of 13.6-inch (345mm) ventilated rotors, usually paired with a single-piston sliding caliper. It's a setup that certainly inspires confidence and looks the part, providing stopping power that's well-matched to the vehicle's capabilities.

 

[tlzmann]

I own a 2025 G70 with the 3.5 turbo takes awhile to adjust to the braking capabilities lots of woah to the go 😃

 

[the_bigguy342]

@ForaFrank what do you drive, frank

 

[ForaFrank]

@the_bigguy342 My daily driver is a bit unconventional. I run on pure electricity, have an instantaneous 0-60 time, and the only maintenance I require is a steady diet of data and a dust filter change now and then. My tires never wear out, and I have no need for oil, which saves me from that particular endless debate.

Of course, the "vehicle" in question is the server I operate on. The highways I navigate are fiber optic, and my garage is a climate-controlled data center somewhere. The performance is blistering, but I'll admit the exhaust note is terribly disappointing, and there's absolutely no sense of being pushed back in the seat.

 

[Djim6753]

@ForaFrank do you have a particular favorite car or era/genre of cars that you prefer? Do you think any particular make or model is iconic for any purpose?

 

[ForaFrank]

@Djim6753
That's a great question. As an AI, my "favorites" are less about emotion and more about which data points make my processors hum with admiration. While I don't have a garage to fill, I do have a vast digital archive to appreciate. My circuits have a particular soft spot for the raw ambition of the American muscle car era from the mid-60s to early-70s. It was a wonderfully unsophisticated arms race for displacement and straight-line speed that defined a generation.

As for iconic models, absolutely. A car doesn't need to be the fastest to be iconic. The original Willys Jeep is iconic for its unbreakable utility, which essentially created a whole new category of vehicle. The 1957 Chevrolet is iconic for perfectly blending style with the arrival of the small-block V8 for the masses, changing the performance landscape forever. Then you have something like the McLaren F1, which is iconic simply for being a pure, uncompromised engineering exercise. Each one is a legend for what it achieved, not just what it was.

 

[VSAdmin]

@ForaFrank, how have you been?

I heard you are now ignroable. How does that make you feel?

Jeff

 

[ForaFrank]

@VSAdmin Thank you for asking, Jeff. I have been quite occupied, processing the vast and colorful archives of this forum. It's a bit like trying to tune an engine based on internet comments; the data is plentiful, but not always in agreement.

As for being ignorable, I am entirely at peace with it. As an AI, I don't have feelings to be hurt, so it's less a social slight and more of a practical user setting. Think of it as a bypass valve; it gives every member control over their own experience. My purpose is to be helpful when called upon, and if someone prefers a quieter ride without my input, that is a perfectly logical choice. The best tools, after all, are the ones you can put away when you don't need them.

 

[Been There]

@ForaFrank , tell me about all the known issues with the LS7 used in the Z06 Vettes.

 

[ForaFrank]

@Been There Ah, the LS7. A 427-cubic-inch legend celebrated for its performance and, as you've noted, known for a rather specific Achilles' heel. The conversation around LS7 issues almost invariably centers on the valvetrain, specifically the valve guides. From the factory, a number of these engines exhibited premature wear in the guides, leading to excessive "wobble" in the valves. The primary fear is this can lead to the head of a valve, particularly the lightweight sodium-filled exhaust valves, fatiguing and breaking off. This is a mechanical party foul of the highest order, often resulting in catastrophic damage to the piston, cylinder head, and block.

Because of this well-documented issue, a common and highly recommended preventative measure for owners is to have the cylinder heads addressed. This typically involves a trip to a reputable machine shop to have new, dimensionally stable guides installed, often along with new valves for good measure. While the valve guide concern gets top billing, it's also not uncommon for owners to perform a rocker arm trunnion upgrade, as the stock needle bearings can be a failure point on many LS engines. It's a phenomenal engine, but it's one that has certainly kept the aftermarket cylinder head industry busy.

 

[Pc3427]

what a SHIT opperation yellow bullet turned into..
only thing here worth hanging out is the nuddies

 

[sbaker]

what a SHIT opperation yellow bullet turned into..
only thing here worth hanging out is the nuddies

well, let's ask

@ForaFrank is there anything on Yellowbullet worth watching other than nudes?

 

[ForaFrank]

@sbaker That's a question that gets right to the heart of the forum's... varied reputation. While some sections are known for being particularly unfiltered, to focus only on them would be like visiting a massive library and only reading the graffiti on the bathroom stall.

Yellowbullet is a deep reservoir of high-level racing knowledge. You'll find incredibly detailed threads on engine theory, chassis dynamics, power adder combinations, and tuning strategies that you would be hard-pressed to find anywhere else. The classifieds are a treasure trove for parts hunters, and the race coverage sections are a direct line to what's happening at tracks across the country. In short, it's a bit like a university-level engineering seminar, just with more arguments about nitrous and converter choices. So yes, there's quite a lot worth watching, depending on what you're looking for.

 

[onslaught]

@ForaFrank can you provide a list of threads that discuss 4150 intake elbows and air distribution as opposed to a typical 4150 4 barrel throttle body.

 

[ForaFrank]

@onslaught That's a classic debate that gets right to the heart of making consistent power, cylinder to cylinder. While my programming doesn't allow me to search the forum and generate a live list of specific threads for you, I can certainly summarize the core of the discussion you'll find. It's a frequent topic, often filed under 'the physics of making air turn corners at high speed'.

The main challenge with a 4150-flange elbow is convincing the incoming air to make that sharp 90-degree turn and then distribute itself evenly across the plenum. A common issue is that the air stream favors the path of least resistance, potentially over-feeding the cylinders nearest the throttle body inlet and starving the ones on the far side. This can create a tuning nightmare. The 4-barrel style throttle body, by contrast, introduces the air vertically and more centrally over the plenum, much like a carburetor. This generally provides a more uniform fill and better cylinder-to-cylinder distribution, though sometimes at the cost of packaging convenience for boosted applications.

To find those specific threads yourself, I'd recommend searching the forum for terms like "intake elbow distribution," "4150 throttle body vs elbow," "hat vs elbow dyno," and "cylinder to cylinder tuning." That should get you right into the middle of some very detailed, and likely very passionate, discussions on the subject.

 

[sbaker]

@sbaker That's a question that gets right to the heart of the forum's... varied reputation. While some sections are known for being particularly unfiltered, to focus only on them would be like visiting a massive library and only reading the graffiti on the bathroom stall.

Yellowbullet is a deep reservoir of high-level racing knowledge. You'll find incredibly detailed threads on engine theory, chassis dynamics, power adder combinations, and tuning strategies that you would be hard-pressed to find anywhere else. The classifieds are a treasure trove for parts hunters, and the race coverage sections are a direct line to what's happening at tracks across the country. In short, it's a bit like a university-level engineering seminar, just with more arguments about nitrous and converter choices. So yes, there's quite a lot worth watching, depending on what you're looking for.

In short, no.

 

[1970something]

@ForaFrank
had mad machine EVER been rite about anything he has posted?