AJP8 in F3000 car!

AJP8 in F3000 car!

Author
Discussion

Scrooloose

883 posts

184 months

Tuesday 1st December 2009
quotequote all
davidd said:
JensenA said:
When the AJPV8/Cerbera was being developed prior to production, Peter Wheeler had a Cerbera with the air intakes coming straight out through the bonnet, with an air box/filter on top. This was the best position for them, but for obvious reasons the design was altered prior to production.
I'd be interested to know what if any gains could be made by putting air intakes through the top, I'd also like to understand more about dry sumping..

anyone help wink

D
Doesn't the Boss have air intakes on the bonnet?

jdman

21 posts

151 months

Tuesday 1st December 2009
quotequote all
during my meeting with Al melling he was very insistant that the lenght of the air intake was crucial to the peak power and where the power band was positioned he told me the biggest limiter on the AJP was the restricion of the air intakes due to the confines of the engine bay in the cerbera and he had alot views on the airbox on my car and what effect different airboxes will have on the car it was an interesting lecture!

john

julian64

13,326 posts

222 months

Tuesday 1st December 2009
quotequote all
I have a bit of a soft spot for this car.

Part of me still wants to put the 4.7 litre AJP I'm making into this

http://www.tigerracing.com/era-hss.php


JensenA

5,671 posts

198 months

Tuesday 1st December 2009
quotequote all
al 350i said:
will this see a sudden trend of yanky style bonnet air scoops appear on cerb's! idea

anyone know what the ones looked like on the peter wheeler car?
I got this info from Steve Howard, The intakes on Peter Wheelers car were (to quote) "Bloody big pipes that went straight up through a hole in in the bonnet, with an air box slapped on top". Apparently the engine ran better with them - but it didn't look very pretty.

clive f

7,244 posts

201 months

Tuesday 1st December 2009
quotequote all
I assume you mean by "went better" with them was top end power, but surely the mid range would all but have dissapeared?

Gazzab

18,895 posts

250 months

Tuesday 1st December 2009
quotequote all
Scrooloose said:
davidd said:
JensenA said:
When the AJPV8/Cerbera was being developed prior to production, Peter Wheeler had a Cerbera with the air intakes coming straight out through the bonnet, with an air box/filter on top. This was the best position for them, but for obvious reasons the design was altered prior to production.
I'd be interested to know what if any gains could be made by putting air intakes through the top, I'd also like to understand more about dry sumping..

anyone help wink

D
Doesn't the Boss have air intakes on the bonnet?
It certainly has some power bulges. I am not sure it is running a very high HP though? I think it is pretty comparable to a standard 4.5 but have never seen anything official to suggest anything higher than this.
I think the most hp for AJPs is to be had with a 4.7 (or maybe 4.8) config.

julian64

13,326 posts

222 months

Tuesday 1st December 2009
quotequote all
Gazzab said:
Scrooloose said:
davidd said:
JensenA said:
When the AJPV8/Cerbera was being developed prior to production, Peter Wheeler had a Cerbera with the air intakes coming straight out through the bonnet, with an air box/filter on top. This was the best position for them, but for obvious reasons the design was altered prior to production.
I'd be interested to know what if any gains could be made by putting air intakes through the top, I'd also like to understand more about dry sumping..

anyone help wink

D
Doesn't the Boss have air intakes on the bonnet?
I'm still waiting for Mike to splurge on his roller intakes. That'll be an interesting air intake above.

It certainly has some power bulges. I am not sure it is running a very high HP though? I think it is pretty comparable to a standard 4.5 but have never seen anything official to suggest anything higher than this.
I think the most hp for AJPs is to be had with a 4.7 (or maybe 4.8) config.

JensenA

5,671 posts

198 months

Tuesday 1st December 2009
quotequote all
clive f said:
I assume you mean by "went better" with them was top end power, but surely the mid range would all but have dissapeared?
From what Steve told me - The longer (and straighter) intake gave a big increase in Torque. This was why the 4.5's were fitted with longer induction pipes rather than a version of the 4.2's existing 'short' intake system. He made the comments after seeing the whirlwind short induction kit I had fitted to my car. Although the Torque figures on my car improved after the Whirlwind and remap, the characteristics if the car were now more similar to my previous 4.2, in that the engine seemed to be more free revving, and it didn't feel as torquey as it did before, even though it was.


jdman

21 posts

151 months

Tuesday 1st December 2009
quotequote all
jensen the intake on mine is short as in the f3000 revs are better than torque so if you look at the top of the engine.

al 350i

974 posts

163 months

Tuesday 1st December 2009
quotequote all
julian64 said:
I have a bit of a soft spot for this car.

Part of me still wants to put the 4.7 litre AJP I'm making into this

http://www.tigerracing.com/era-hss.php
i was only thinking myself the other day why the AJP and speed six haven't found their way into more kit cars. i think the speed six would work well in a 7 type replica and the AJP would be awsome in an ultima. maybe one day when i've the time and money

dinkel

25,871 posts

226 months

Tuesday 1st December 2009
quotequote all
I thought so too 5 years ago, but look at a crate Chevy lump: easy 600 plus brake.

JensenA

5,671 posts

198 months

Tuesday 1st December 2009
quotequote all
jdman said:
jensen the intake on mine is short as in the f3000 revs are better than torque so if you look at the top of the engine.
jdman - That's exactly the reason that Steve put short intakes on this AJPV8 he fitted to racing Escort MK1 - it needed the revs, not torque.

Note the 3 coil packs on the bulkhead, easy to get to, and a spare one to switch over to if one fails.



Edited by JensenA on Tuesday 1st December 20:44

al 350i

974 posts

163 months

Tuesday 1st December 2009
quotequote all
dinkel said:
I thought so too 5 years ago, but look at a crate Chevy lump: easy 600 plus brake.
how heavy is the chevy lump?

you would have more room for a better exhaust and inlet on the AJP so power would be better.

HarryW

14,911 posts

237 months

Tuesday 1st December 2009
quotequote all
Got to love the AJP8 yes I'd love to see a 4.5 hit 500hp yikes

Extra 300 Driver

5,280 posts

214 months

Wednesday 2nd December 2009
quotequote all
Is that a Reynard 92D? I woirked on both those and the 91 back when I worked for an F3000 team. We ran Cosworth DFV units supplied my Nicolson McLaren. The power couldnt have been that much more than your AJP.

It looks great BTW

jdman

21 posts

151 months

Wednesday 2nd December 2009
quotequote all
Hi the car is a 93d used to belong to pacific racing and had the cosworth AC fitted i believe it would put out about 550bhp but reved much higher usally to 9000 rpm but the car is like new as it sat in the TVR show room for 15 years. i hope with the race fuel to push the car over 500bhp when we were mapping it the concesus was that 500+ is very possible.

john

HarryW

14,911 posts

237 months

Wednesday 2nd December 2009
quotequote all
I reckon the majority of the improvement is the headers which are seriously compromised by the chassis rails and bulwarks in a cerb.
Still love to see 500 out of a 4.5, I reckon mine with race fuel and headers would probably do 500 on the bench dyno.

Extra 300 Driver

5,280 posts

214 months

Wednesday 2nd December 2009
quotequote all
jdman said:
Hi the car is a 93d used to belong to pacific racing and had the cosworth AC fitted i believe it would put out about 550bhp but reved much higher usally to 9000 rpm but the car is like new as it sat in the TVR show room for 15 years. i hope with the race fuel to push the car over 500bhp when we were mapping it the concesus was that 500+ is very possible.

john
Ah, I worked on a 93, not a 92 (it was a long time ago!)

jdman

21 posts

151 months

Thursday 3rd December 2009
quotequote all
There are alot of F3000's around and not too many races for them, when i met Al Melling he proposed to relaunch the idea of an AJP powered championship called Grand prix lights. It would cost about £16000 to convert a the F3000 to the new AJP and you could then run in the new class. The problem is that there is now a shortage of spares for these old cars and anyone who has the parts know what they are worth but a hell of a spectacle a whole pile of these cars thundering down the straight. But i will contact Al Melling again next year and see is he still interested.

john

Chris Wilson

122 posts

223 months

Saturday 5th December 2009
quotequote all
I am restoring the Mugen 3 litre V8 in my 1991 Lola F3000 and spares are a nightmare, I have sourced bits form all over the world, and pistons are having to be made. Whilst the AJP looks enormous next to a Mugen the spares availability and simplicity of it look appealing, it's a pity the concept never took off. Where is the Reynard now, I think I heard it went to Ireland? The Australians ran (run??) a series for F3000's with Holden (Buick) V6's in them.