ACT Superflare Trumpets and Gasket

[Yex 450]

TV8 said:

Yex 450 said:

I'm about to embark on a few modifications and am planning to get a few power runs on a rolling road before, during and after so will see where my money went

My car is a 450 and has a worn camshaft and as such I will be replacing this towards the end of May, adding stage 3 heads, replacing the trumpets and also including a 72mm plenum as well. I'm sure a few other things will be added to the mix during the process as breathing appears to be the key issue with getting a few more BHP from these engines. Towards the end of the year I am going to get Dom to fit one of his MBE systems and then leave all alone for many years

I'll get a base run, a run after the camshaft is done and one when the MBE is set up and see what my money bought me.

not sure what the spec is for your planned heads but I would be fitting these bad boys if it was my money and doing all that work: http://www.v8developments.co.uk/products/heads/sta...

Peter (Phazed) saw noticeable benefits from these over stage 3.

I have been looking at those but the cost is a bit excessive given I don't do too many track days and am aiming for a focus on mid-range punch and road manners........................I could do more track days though

The camshaft and heads etc. are being done by Dan Taylor so will listen to him when we have a chat and then put together a plan that is suitable, even if it requires a budget busting set of heads

[900T-R]

macdeb said:

I think you've missed 'Chillis' point by some margin, he speaks sense and his meaning is lost on the humour.

I think you've missed my point by a huge margin. Modifications are not simply a matter of hp per spent pound, there's a bigger picture to consider.

If you want to deploy BIG FI power, a RV8-generation TVR is just about the last vehicle that I'd choose as a platform, along with E-types and early Porsche 911s. There's simply a gazillion of better options out there where you're not fighting the nature of the beast. I prefer working with the basic character of a car rather than against it, and by my talks with suppliers, engineers and (prospective) customers the same goes for the vast majority of people who are looking to enhance their cars.

And I don't have to have driven every possible iteration to see that some combinations of chassis and drivetrain have a higher probability of becoming a succesful marriage than others. In my experience, with the Chimaera and Griffith it becomes critically important to be able to meter out every single horsepower individually from about 250 hp upwards, if you want to use the power other than in a dead straight line on a dry, billiard table smooth surface.

In fact, I consider the std. 500 variants to be fair too lairy for their own good already, and far better/more advanced drivers than yours truly tend to agree with that statement (the good news is that they get better/more driveable with induction and camshaft mods - at least then you get the response and top end to go with the midrange histrionics...).

Edited by 900T-R on Monday 18th April 07:13

[Number 7]

Might be worth considering a John Eales trumpet base and 45mm alloy trumpets - works well on my 4.3.

[jojackson4]

Or nob the trumpets off

[angus337]

Does the insulator gasket give any noticeable benefit? Might buy one to fit next time I have the plenum off.
Although currently eating up the ACT twin carbon plenum!

Current set-up:
V8D 5.0l engine
V8D Ported intake manifold and trumpet base
72mm plenum
Flared alloy trumpets
Act Smooth inlet pipe and elbow
AFM removed (megasquirt)
Pre cats removed
ACT cherry bomb exhaust

[900T-R]

For the couple of tenners and 15 minutes to fit it on your driveway/in your garage, I'd say the gasket is a no-brainer especially given the non-existent heat sink capability of a plastic bodyshell.

It's been found on the rolling road that in a plastic-bodied car, the gasket allows for 2-3 degrees more ignition advance - which is basically free power.

[carsy]

Or this little beauty from Jools at Kits and Classics.

[SILICONEKID345HP]

[quote=angus337]Does the insulator gasket give any noticeable benefit? Might buy one to fit next time I have the plenum off.
Although currently eating up the ACT twin carbon plenum!

Current set-up:
V8D 5.0l engine
V8D Ported intake manifold and trumpet base
72mm plenum
Flared alloy trumpets
Act Smooth inlet pipe and elbow
AFM removed (megasquirt)
Pre cats removed
ACT cherry bomb exhaust

Can you tell me your thoughts on the twin plenum ?I probably have the same engine.

Regarding insulator the insulator between the trumpet base and inlet manifold is worth fitting put plenum spacer is a waste of time .

[angus337]

Oops, spell checker error, Post should have said 'eyeing up' the twin plenum. Can't quite justify it ATM, and have a few other jobs to do first. Like a Clive Y piece.

[jojackson4]

SILICONEKID345HP said:

angus337 said:

Does the insulator gasket give any noticeable benefit? Might buy one to fit next time I have the plenum off.
Although currently eating up the ACT twin carbon plenum!

Current set-up:
V8D 5.0l engine
V8D Ported intake manifold and trumpet base
72mm plenum
Flared alloy trumpets
Act Smooth inlet pipe and elbow
AFM removed (megasquirt)
Pre cats removed
ACT cherry bomb exhaust

Can you tell me your thoughts on the twin plenum ?I probably have the same engine.



Regarding insulator the insulator between the trumpet base and inlet manifold is worth fitting put plenum spacer is a waste of time .

Why is the plenom spacers a wast of time ?
Works well on mine

[Matthew Poxon]

angus337 said:

Does the insulator gasket give any noticeable benefit? Might buy one to fit next time I have the plenum off.
Although currently eating up the ACT twin carbon plenum!

Here are my ramblings on the twin throttle plenum....

https://matthewpoxon.wordpress.com/2014/05/01/act-...

[zed4]

caduceus said:

zed4 said:

I fitted the superflare trumpets, thermal gasket, smoothbore induction kit and a V8D MC1 cam all at the same time. The car felt a lot quicker, also a lot smoother. Dyno checked after it was installed and it now makes a solid 240hp (good for a 400). I have an old dyno chart somewhere with before figures, but can't remember what they are off hand.

Well worthwhile upgrade in my opinion. The car drives really smoothly now, I'm really pleased with the results.

May I ask what the BHP before figure was? Also, what the torque before and after figures are too? If you have them

Sure. Unfortunately it wasn’t dyno’d immediately before the new kit was installed which was a shame. It wasn’t something I had considered until after it was all fitted and the garage offered to dyno it. I do have a couple of old dyno charts in the service history file from a previous owner, but it would have been a different dyno, and it was a few years back!!

Before:

Tested in April 2004:

Engine power at 5324 RPM – 224.6 hp
Wheel power at 5324 RPM – 174 hp
Engine torque at 4103 RPM – 243 lb ft

22 degrees C at 1101 mb atmospheric pressure



Tested in February 2012:

Engine power at 5690 RPM – 212 hp
Wheel power at 5690 RPM – 146 hp
Engine torque at 5400 RPM – 192 lb ft

Conditions unknown



After:

Tested in December 2013

Engine power at 5358 RPM – 238 hp
Wheel power at 5358 RPM – 210 hp
Engine torque at 5168 RPM – 225 lb ft

9 degrees C at 1006 mb atmospheric pressure

[caduceus]

Thanks for that Zed

[CHIMV8]

Here you go this was my first born...

http://www.pistonheads.com/gassing/topic.asp?h=0&a...