the next level ...
Discussion
old64er said:
Speak to Trev at Highpower Nitrous Oxide and get 50/100 on the switch.( no connection just seen his efforts at Long Marsden 1/4 mile)
He ran a mk1 escort with RV8 to 1000bhp in the early nineties.
that should be plenty
Just a thought !!
its the damn insurance thats the problem! like err.. no one does it!
agreed though pound for pound there nothing better, i've spoke to trev about this and he says ypu could run 200bhp extra no problem
The main advantage of mapped ignition is that it allows you to start taking advantage of more esoteric engine bits (i.e. expensive)so that you can prevent the engine from self detonating. It can retard/advance the ignition as conditions allow and thus allow some pretty high CRs to run for a start.
BTW the Heath second law of engine upgrading says that the more you upgrade, the threshold of what you consider a reasonable cost doubles with every additional horsepower.
BTW the Heath second law of engine upgrading says that the more you upgrade, the threshold of what you consider a reasonable cost doubles with every additional horsepower.
well the T5 is good for 400bhp and the diffs are fairly bullet proof. i would wager the clutch is the weakest link.
However if using a computer controlled delivery system for the n02 then transmission stresses are reduced.
obviously nothing lasts forever (including the n02 lol) but if you wanna go faster you take the rough with the smooth. Plus its not as if you can't get uprated gearbox/clutch/diffs etc
However if using a computer controlled delivery system for the n02 then transmission stresses are reduced.
obviously nothing lasts forever (including the n02 lol) but if you wanna go faster you take the rough with the smooth. Plus its not as if you can't get uprated gearbox/clutch/diffs etc
Marlon said:
My understanding is that mapped ignition will not significantly increase BHP, but should deliver a big (c. 30 lb/ft) increase in torque.
Considering it myself...
this is something i like the sound of
and its not silly expensive and reversable if required! an suitable omex system is available for £350ish and then just the fitting and mapping to add. and possibly the price of a MAP sensor although these can be had cheap Nano2nd said:
I suspect that once you have optimized the air and fuel going in and the spark then you have to start looking at the head.
The cheapest way to get any car to go faster is to put better breaks on it.
not if your using it for drag racing
True.
But you do need to be able to hang your mum's best table cloth out the back to slow it down.Myself, (and according to Mark Adams, quite a few other people) are at a similar point with their engines.
I have had a TVR Power upgrade Taraka cam with solid lifters, ACT triple 50mm throttle bodied carbon plenum with air box, Bosch air flow meter, Mark Adams Tornado chip, rolling road set up and ACT silicone air filter to AF pipe.
This is giving 253 on Mech repairs dyno, which according to Mark equates to around 315 on Power Engineering / Austec / V8D dynos.
But, the injectors are limiting power, as they are already on maximum duration with a squeezed (42psi instead of 36psi) fuel regulator. The cam wants more advance but we can't get any more fuel in to take advantage so it will pink. The next step is to fit Bosch injectors from a Maserati of some description, which allow 20% more fuel. With these fitted, the fuel reg. can be backed off again (as you get a better spray pattern with less pressure) and the cam can be advanced to take advantage.
Mark reckons about another 15 - 20 ponies.
At the ame time, I am having the pre-cats removed from the manifolds and reverse cones fitted (dropped them off yesterday) and them and the Y piece ceramic coated (more for cosmetics, but because it retains the heat in the exhaust, you get lower under bonnet temperatures, meaning your intake air doesn't heat up as much, so it's denser, which means you can add more fuel, giving more power).
All this should add another 5bhp or so, so once it's been set up by Mark again, we should be looking at around 340 odd.
You may find that your twin plenum does not flow enough air for bigger injectors to take advantage, but it is definitely worth fitting the ACT silicone air filter to AFM hose (it's smooth and doesn't soak heat as much) and playing around with the ignition timing to see if you can advance it any more without pinking. If you have the later ACT pkenum, which leaves the AFM in the same place as standard, the pipe will fit well, but if it's an early one, which is offset, you might have to bugger around a bit.
Hope this helps, but email me off line if you want to discuss further.
I have had a TVR Power upgrade Taraka cam with solid lifters, ACT triple 50mm throttle bodied carbon plenum with air box, Bosch air flow meter, Mark Adams Tornado chip, rolling road set up and ACT silicone air filter to AF pipe.
This is giving 253 on Mech repairs dyno, which according to Mark equates to around 315 on Power Engineering / Austec / V8D dynos.
But, the injectors are limiting power, as they are already on maximum duration with a squeezed (42psi instead of 36psi) fuel regulator. The cam wants more advance but we can't get any more fuel in to take advantage so it will pink. The next step is to fit Bosch injectors from a Maserati of some description, which allow 20% more fuel. With these fitted, the fuel reg. can be backed off again (as you get a better spray pattern with less pressure) and the cam can be advanced to take advantage.
Mark reckons about another 15 - 20 ponies.
At the ame time, I am having the pre-cats removed from the manifolds and reverse cones fitted (dropped them off yesterday) and them and the Y piece ceramic coated (more for cosmetics, but because it retains the heat in the exhaust, you get lower under bonnet temperatures, meaning your intake air doesn't heat up as much, so it's denser, which means you can add more fuel, giving more power).
All this should add another 5bhp or so, so once it's been set up by Mark again, we should be looking at around 340 odd.
You may find that your twin plenum does not flow enough air for bigger injectors to take advantage, but it is definitely worth fitting the ACT silicone air filter to AFM hose (it's smooth and doesn't soak heat as much) and playing around with the ignition timing to see if you can advance it any more without pinking. If you have the later ACT pkenum, which leaves the AFM in the same place as standard, the pipe will fit well, but if it's an early one, which is offset, you might have to bugger around a bit.
Hope this helps, but email me off line if you want to discuss further.
Thanks for all your replies.
Starmist: sounds interesting. If indeed we can get to a 340ish level, that would suite me fine. I don't want to ruin the car and my feeling is that 340/350 bhp is about the maximum the components can handle before they start acting like consumables.
I'l have a talk with Mark, Tim and V8 Dev too.
Nice project to work on for the Winter.
Starmist: sounds interesting. If indeed we can get to a 340ish level, that would suite me fine. I don't want to ruin the car and my feeling is that 340/350 bhp is about the maximum the components can handle before they start acting like consumables.
I'l have a talk with Mark, Tim and V8 Dev too.
Nice project to work on for the Winter.
V8D run several griffs pushing 350-380 on quad carbs. don't think that these eat drive trains unless racing. could be wrong! this is cheapest 360 or so you'll get!!
anyway, i understand that the later ACT twin will push 320 or so with the big injectors (the big ones were worth 8 bhp on their own starmist!),but the triple may give a touch more torque. don't think anyone's got better than a REAL 320bhp...yet!
and finally, the omex system is a touch more expensive when installed than quoted. figure around £700 on and set (cheaper if combining with other kit), but will give silky smooth power at all revs and a VERY punchy in gear times! as most dizzy's in griff are casing probs (not very good as they are weight based and slip! causing a trade off for power at low/high revs as starmist and i both are aware
) its a good option if you can afford and you've already got a V8D cam!
will get mine later (omex that is) have just gone for the spare wheels and road slix package as Track speed is more important to me.
MMMMMMM Le mans and Dijon in 2 weeks
>> Edited by Guillotine on Friday 2nd July 18:48
>> Edited by Guillotine on Friday 2nd July 19:12
anyway, i understand that the later ACT twin will push 320 or so with the big injectors (the big ones were worth 8 bhp on their own starmist!),but the triple may give a touch more torque. don't think anyone's got better than a REAL 320bhp...yet!
and finally, the omex system is a touch more expensive when installed than quoted. figure around £700 on and set (cheaper if combining with other kit), but will give silky smooth power at all revs and a VERY punchy in gear times! as most dizzy's in griff are casing probs (not very good as they are weight based and slip! causing a trade off for power at low/high revs as starmist and i both are aware
) its a good option if you can afford and you've already got a V8D cam! will get mine later (omex that is) have just gone for the spare wheels and road slix package as Track speed is more important to me.
MMMMMMM Le mans and Dijon in 2 weeks
>> Edited by Guillotine on Friday 2nd July 18:48
>> Edited by Guillotine on Friday 2nd July 19:12
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