Discussion
instead of going on the chatsworth drive out today, I have been around to Joolz new unit in Chesterfield to have the map checked out on the sag.
so the status of the car is decatted, modded back box, extra front air intake, and a pair of GT camshafts giving an extra 40thou of lift.
the last time I had the car on joo`s dyno was at raceprooved this time last year, and it was putting out 355bhp, the only mods done since are the cams and air intake.
the fueling was running quite lean, so Joolz had his work cut out, after 6 hours or so we had to call it a day, with the car was putting out 377bhp, but at 6250rpm it was suddenly running lean again, after several attempts to richen up in this high rpm/throttle site area no more was being achieved, feeling that we have reached the max cycle on the injectors, if the fueling carried on without leaning out then a good 380+bhp should be achieved.
so next step is check out the fuel regulator, injectors, and then a trip back up to Joolz for setting up again, so fingers crossed a very good return on the cams.
I have a photo of the graph, but cant put it up until I get home sunday night.
if anyone has info on the duty cycle of the sag or tuscan s spec injectors please let me know.
and if anyone needs mapping work then Joo is the man, his new business is called Kits and Classics.
so the status of the car is decatted, modded back box, extra front air intake, and a pair of GT camshafts giving an extra 40thou of lift.
the last time I had the car on joo`s dyno was at raceprooved this time last year, and it was putting out 355bhp, the only mods done since are the cams and air intake.
the fueling was running quite lean, so Joolz had his work cut out, after 6 hours or so we had to call it a day, with the car was putting out 377bhp, but at 6250rpm it was suddenly running lean again, after several attempts to richen up in this high rpm/throttle site area no more was being achieved, feeling that we have reached the max cycle on the injectors, if the fueling carried on without leaning out then a good 380+bhp should be achieved.
so next step is check out the fuel regulator, injectors, and then a trip back up to Joolz for setting up again, so fingers crossed a very good return on the cams.
I have a photo of the graph, but cant put it up until I get home sunday night.
if anyone has info on the duty cycle of the sag or tuscan s spec injectors please let me know.
and if anyone needs mapping work then Joo is the man, his new business is called Kits and Classics.
well I`ve been busy getting the car ready to go back and let Joolz work his mapping magic, so I thought I`d give an update on progress so far.
since my lasy visit and chatting to Joo about airboxes, and also Joo now having undertaken his tests on the T350 race car, I have made a stainless steel airbox with shorter inlet lengths, its not quite 100% finished as I am waiting on some new stainless catches to clamp the new airbox top to the existing bottom half, but with a fitting session this evening its looking good I just need to fit some jubilee clips on the short silicon hoses to connect the inlet tubes to the throttle bodies and once the catches are on then that part is ready.
I have also bought another set of throttle bodies and fuel rail, the rail will just be treated to a polishing session, but the throttle bodies have been ported out to allow smooth flow from the inlet pipes into the TB and then bead blasted on the outside to give them a fresh new look.
The throttle spindles have been removed and thinned down on one side, so hopfully every little bit will count and show an improvement once mapped when back on Jool`s dyno.
the standard airbox can easily be fitted back on for a back to back test to show any improvement/differences between the two.
Along with a few other mods shown here, http://www.pistonheads.com/gassing/topic.asp?h=0&a...
it would be nice to get near the 400bhp mark on a 4lt engine, funny thing is I`m only looking to achieve what TVR said the car would do in the first place
somehow all this reminds me of playing with my old griff
since my lasy visit and chatting to Joo about airboxes, and also Joo now having undertaken his tests on the T350 race car, I have made a stainless steel airbox with shorter inlet lengths, its not quite 100% finished as I am waiting on some new stainless catches to clamp the new airbox top to the existing bottom half, but with a fitting session this evening its looking good I just need to fit some jubilee clips on the short silicon hoses to connect the inlet tubes to the throttle bodies and once the catches are on then that part is ready.
I have also bought another set of throttle bodies and fuel rail, the rail will just be treated to a polishing session, but the throttle bodies have been ported out to allow smooth flow from the inlet pipes into the TB and then bead blasted on the outside to give them a fresh new look.
The throttle spindles have been removed and thinned down on one side, so hopfully every little bit will count and show an improvement once mapped when back on Jool`s dyno.
the standard airbox can easily be fitted back on for a back to back test to show any improvement/differences between the two.
Along with a few other mods shown here, http://www.pistonheads.com/gassing/topic.asp?h=0&a...
it would be nice to get near the 400bhp mark on a 4lt engine, funny thing is I`m only looking to achieve what TVR said the car would do in the first place
somehow all this reminds me of playing with my old griff
bottom of airbox is standard, air drawn from underneath and also from front of car, see link to other thread for details on my previous post.
manufacturers use plastic as its cheap for mass production and light in weight, I`ve weighed the top of the standard airbox and it is 1.8kg, my stainless version is a bit heavier as you`d expect at 2.9kg.
the box is made from1mm thick sheet, and tubes are 57mm o/d x 1.2mm wall thickness.
manufacturers use plastic as its cheap for mass production and light in weight, I`ve weighed the top of the standard airbox and it is 1.8kg, my stainless version is a bit heavier as you`d expect at 2.9kg.
the box is made from1mm thick sheet, and tubes are 57mm o/d x 1.2mm wall thickness.
now the kitchen is finished (and I`m allowed back in the garage) I`ve found time to fit the throttle bodies, along with a set of thermal insulators from Tvr Power, new injectors are in, along with a polished up fuel rail, all ready for final fitment of airbox, take it for a good run and then balance the throttles etc and ready to go.
I`ve found time to fit the throttle bodies, along with a set of thermal insulators from Tvr Power, new injectors are in, along with a polished up fuel rail, all ready for final fitment of airbox, take it for a good run and then balance the throttles etc and ready to go.I know Joolz has put the results up on another thread, but I`ll put them here as well so that it shows the work involved and end results all in one place.
so to recap, the car in standard form (apart from decat) last May was 354bhp,
Since then I fitted a pair of high lift GT cams from Dave at RND Engineering, and went back to Joolz for a remap and found that the injectors were no longer able to supply enough fuel, but still achieved 377bhp.
This time I returned to Joolz with new injectors fitted, obtained from 5-0 Motorsport in the States, along with the thinned spindles and ported throttle bodies, plus Joolz design in airbox with the shorter inlet tracks, the result being a whopping 404bhp, but also now have a nice area of over 300ft/lbs of torque between 4k and 7k rpm, not bad for a 4lt.
It is difficult to accurately say how much each modification increased the power by, if I didn`t live 220miles away from Joolz it would be easy to pop in for dyno and map run between each mod!
I feel we can say however that the cams were good for 20 to 25bhp, they showed a 22bhp increase between the first 2 graphs but power was then restricted by standard injector flow rates, and when I returned the last time with the new injectors I had also ported the throttle bodies slightly and thinned the spindles, I cant see great gains had here, but a couple of hp maybe?
So if we have a difference of 27bhp to account for between the last two graphs I think its safe to assume that the mapping would roughly account for possibly 10 to 15bhp and the airbox another 10 to 15bhp, I am sure Joolz has a graph where were swapped the airbox back for the standard one as well to prove the new airbox working well, I`ll see if he can dig it out this week.
the best part was the drive back down south on saturday, until I hit the rain on the m42 and it just got worse from there on
Joolz is having some of these new airboxes made at the moment, not sure if they are to be carbon fibre or fibreglass, and he is definately the man to speak to for mapping any TVR, he can be found at ..... kitsandclassics@googlemail.com
he makes a good coffee as well
so to recap, the car in standard form (apart from decat) last May was 354bhp,
Since then I fitted a pair of high lift GT cams from Dave at RND Engineering, and went back to Joolz for a remap and found that the injectors were no longer able to supply enough fuel, but still achieved 377bhp.
This time I returned to Joolz with new injectors fitted, obtained from 5-0 Motorsport in the States, along with the thinned spindles and ported throttle bodies, plus Joolz design in airbox with the shorter inlet tracks, the result being a whopping 404bhp, but also now have a nice area of over 300ft/lbs of torque between 4k and 7k rpm, not bad for a 4lt.
It is difficult to accurately say how much each modification increased the power by, if I didn`t live 220miles away from Joolz it would be easy to pop in for dyno and map run between each mod!
I feel we can say however that the cams were good for 20 to 25bhp, they showed a 22bhp increase between the first 2 graphs but power was then restricted by standard injector flow rates, and when I returned the last time with the new injectors I had also ported the throttle bodies slightly and thinned the spindles, I cant see great gains had here, but a couple of hp maybe?
So if we have a difference of 27bhp to account for between the last two graphs I think its safe to assume that the mapping would roughly account for possibly 10 to 15bhp and the airbox another 10 to 15bhp, I am sure Joolz has a graph where were swapped the airbox back for the standard one as well to prove the new airbox working well, I`ll see if he can dig it out this week.
the best part was the drive back down south on saturday, until I hit the rain on the m42 and it just got worse from there on
Joolz is having some of these new airboxes made at the moment, not sure if they are to be carbon fibre or fibreglass, and he is definately the man to speak to for mapping any TVR, he can be found at ..... kitsandclassics@googlemail.com
he makes a good coffee as well
a bit of a thread resurrection stainless airboxes shortly to be available via Joolz @kits and classics.
http://www.kitsandclassics.co.uk/
stainless airboxes shortly to be available via Joolz @kits and classics.http://www.kitsandclassics.co.uk/
the new version now ready, no changes apart from being a little neater
contact Joolz for info, http://www.kitsandclassics.co.uk/
contact Joolz for info, http://www.kitsandclassics.co.uk/
yes you retain the bottom section, the new fits straight on top, same as the act carbon ones.
heat wise yes with ambient heat it gets warm, when mapping my car on Joolz dyno it was warm to the touch, not hot, bearing in mind on the dyno you cannot simulate the air coming into the front of the car that you get when driving on the road, after a realy good run I`ve stopped and lifted the service bonnet and put my hand on the airbox and its fine, the air running into it keeps it cool. remember its not actually touching the engine, its sat on top of the airfilter and plastic bottom half of the airbox, the inlet tracts are connected to the throttle bodies by short silicon hoses with clips on, you can also reduce the temperature in the throttle bodies by using TVR Powers insulation gaskets between the t/bs and the head, in traffic it will warm up, the same as everything else in the engine bay, get it moving and its fine.
heat wise yes with ambient heat it gets warm, when mapping my car on Joolz dyno it was warm to the touch, not hot, bearing in mind on the dyno you cannot simulate the air coming into the front of the car that you get when driving on the road, after a realy good run I`ve stopped and lifted the service bonnet and put my hand on the airbox and its fine, the air running into it keeps it cool. remember its not actually touching the engine, its sat on top of the airfilter and plastic bottom half of the airbox, the inlet tracts are connected to the throttle bodies by short silicon hoses with clips on, you can also reduce the temperature in the throttle bodies by using TVR Powers insulation gaskets between the t/bs and the head, in traffic it will warm up, the same as everything else in the engine bay, get it moving and its fine.
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