Post your dyno curve here
Discussion
SILICONEKID 345HP 12.03 said:
ACT manifolds and the Twin plenum ?
What would you recommend?
It all depends on how much you want to beat 350hp by. If you literally just want 351hp we can probably do that with just changes inside the plenum. But the old age 100 pounds / bhp is probably going to work out about right because you've already done all the cost effective stuff. What would you recommend?
Edited by spitfire4v8 on Tuesday 22 May 09:04
spitfire4v8 said:
SILICONEKID 345HP 12.03 said:
ACT manifolds and the Twin plenum ?
What would you recommend?
It all depends on how much you want to beat 350hp by. If you literally just want 351hp we can probably do that with just changes inside the plenum. But the old age 100 pounds / bhp is probably going to work out about right because you've already done all the cost effective stuff. What would you recommend?
Edited by spitfire4v8 on Tuesday 22 May 09:04
yes this is steam powered WOOH WOOH 
spitfire4v8 said:
It all depends on how much you want to beat 350hp by. If you literally just want 351hp we can probably do that with just changes inside the plenum. But the old age 100 pounds / bhp is probably going to work out about right because you've already done all the cost effective stuff.
Is that one of your blended bases ?I have the short flared aluminium ones .Edited by spitfire4v8 on Tuesday 22 May 09:04
After some words of encouragement at the Snetterton track day I went to see Joolz last Friday. I have had a new camshaft fitted (Power 885) to my 450 a little while ago and then a full ACT breathing kit and 72mm plenum added. The car had a little shunting at low revs and was sometimes difficult to pull away when cold so a remap with Joolz was recommended. I asked Joolz to fit new injectors as part of the remap as a previous RR session a while ago told me I was running lean at high revs. When the plenum etc. was removed it was clear I had the standard 38mm inlet and therefore almost certainly the standard heads still in place as well. The first run revealed an issue that Joolz traced back to the stepper motor that had a split in the thread. A new one was fitted and off we went.
After the new injectors were fitted I watched Joolz at work and learnt a lot from him over the few hours I was there. The RR graph below is the finished map that is now in the car:
I am very happy with the outcome given the standard nature of the engine and having driven it for a few miles now the power delivery is so much better across the entire rev range. Cold starts see the car sit at 900rpm almost immediately and there is no shunting evident any more.
I am extremely pleased with the new map on the car and if anyone reading this thread wants to have their car remapped then do please go and see Joolz, a gent to deal with and rather good at his job
Next step is V8D warrior heads and a 45mm inlet.................then I'll stop
After the new injectors were fitted I watched Joolz at work and learnt a lot from him over the few hours I was there. The RR graph below is the finished map that is now in the car:
I am very happy with the outcome given the standard nature of the engine and having driven it for a few miles now the power delivery is so much better across the entire rev range. Cold starts see the car sit at 900rpm almost immediately and there is no shunting evident any more.
I am extremely pleased with the new map on the car and if anyone reading this thread wants to have their car remapped then do please go and see Joolz, a gent to deal with and rather good at his job
Next step is V8D warrior heads and a 45mm inlet.................then I'll stop
Edited by Yex 450 on Tuesday 29th May 13:14
Yex 450 said:
After some words of encouragement at the Snetterton track day I went to see Joolz last Friday. I have had a new camshaft fitted (Power 885) to my 450 a little while ago and then a full ACT breathing kit and 72mm plenum added. The car had a little shunting at low revs and was sometimes difficult to pull away when cold so a remap with Joolz was recommended. I asked Joolz to fit new injectors as part of the remap as a previous RR session a while ago told me I was running lean at high revs. When the plenum etc. was removed it was clear I had the standard 38mm inlet and therefore almost certainly the standard heads still in place as well. The first run revealed an issue that Joolz traced back to the stepper motor that had a split in the thread. A new one was fitted and off we went.
After the new injectors were fitted I watched Joolz at work and learnt a lot from him over the few hours I was there. The RR graph below is the finished map that is now in the car:
I am very happy with the outcome given the standard nature of the engine and having driven it for a few miles now the power delivery is so much better across the entire rev range. Cold starts see the car sit at 900rpm almost immediately and there is no shunting evident any more.
I am extremely pleased with the new map on the car and if anyone reading this thread wants to have their car remapped then do please go and see Joolz, a gent to deal with and rather good at his job
Next step is V8D warrior heads and a 45mm inlet.................then I'll stop
I'm glad you are over the moon ..After the new injectors were fitted I watched Joolz at work and learnt a lot from him over the few hours I was there. The RR graph below is the finished map that is now in the car:
I am very happy with the outcome given the standard nature of the engine and having driven it for a few miles now the power delivery is so much better across the entire rev range. Cold starts see the car sit at 900rpm almost immediately and there is no shunting evident any more.
I am extremely pleased with the new map on the car and if anyone reading this thread wants to have their car remapped then do please go and see Joolz, a gent to deal with and rather good at his job
Next step is V8D warrior heads and a 45mm inlet.................then I'll stop
Edited by Yex 450 on Tuesday 29th May 13:14
Yex 450 said:
After some words of encouragement at the Snetterton track day I went to see Joolz last Friday. I have had a new camshaft fitted (Power 885) to my 450 a little while ago and then a full ACT breathing kit and 72mm plenum added. The car had a little shunting at low revs and was sometimes difficult to pull away when cold so a remap with Joolz was recommended. I asked Joolz to fit new injectors as part of the remap as a previous RR session a while ago told me I was running lean at high revs. When the plenum etc. was removed it was clear I had the standard 38mm inlet and therefore almost certainly the standard heads still in place as well. The first run revealed an issue that Joolz traced back to the stepper motor that had a split in the thread. A new one was fitted and off we went.
After the new injectors were fitted I watched Joolz at work and learnt a lot from him over the few hours I was there. The RR graph below is the finished map that is now in the car:
I am very happy with the outcome given the standard nature of the engine and having driven it for a few miles now the power delivery is so much better across the entire rev range. Cold starts see the car sit at 900rpm almost immediately and there is no shunting evident any more.
I am extremely pleased with the new map on the car and if anyone reading this thread wants to have their car remapped then do please go and see Joolz, a gent to deal with and rather good at his job
Next step is V8D warrior heads and a 45mm inlet.................then I'll stop
That’s very powerful already After the new injectors were fitted I watched Joolz at work and learnt a lot from him over the few hours I was there. The RR graph below is the finished map that is now in the car:
I am very happy with the outcome given the standard nature of the engine and having driven it for a few miles now the power delivery is so much better across the entire rev range. Cold starts see the car sit at 900rpm almost immediately and there is no shunting evident any more.
I am extremely pleased with the new map on the car and if anyone reading this thread wants to have their car remapped then do please go and see Joolz, a gent to deal with and rather good at his job
Next step is V8D warrior heads and a 45mm inlet.................then I'll stop
Edited by Yex 450 on Tuesday 29th May 13:14
This is at the flywheel ?
Is your car de Catted.
I’m very impressed with that torque curve and about 40 lb ft more than my rebuilt engine running Mbe at 3000 revs.
Same cam, same cc, same inlet size
So a 72mm Plenum and I’m assuming Clive Y or Act De catt Y can get that power hike.
Waste of time building an engine with skimmed heads and high compression then, let alone an after market Ecu, just remove the catt and bolt a bigger air intake on.
You also have 10 more hp
Are your trumpets standard tubes and length.
Fast car there for sure.
You’ll be in the top 25/30 on the TVR fastest accelerating cars leaderboard if you was to run that down a drag strip based on these numbers alone.
The fastest 450 is around 12.4 and we know that engine was fast and had a huge cam so what you would expect to see in the times.
Your engine suggests you could match that sort of time.
Look on the leaderboard and the company you’ll be keeping that high up....
Very fast indeed.
Edited by Classic Chim on Wednesday 30th May 07:30
QBee said:
Your last line tells me you have understood where the restrictions are. Took me four years to get to that point
My understanding was helped quite a lot by chatting to you, Peter and John at Snetterton. Joolz reaffirmed I should see 300-310bhp with the heads and inlet changes but I do need to ensure they can be done without the need for pocketed pistons. There are quite a few conflicting threads here about the need for them with the Warrior heads due to the valve sizes but I'm sure Joolz will clear all that up for me once I've got the money to hand to make the decision to upgrade or not. Classic Chim said:
That’s very powerful already
This is at the flywheel ?
Is your car de Catted.
I’m very impressed with that torque curve and about 40 lb ft more than my rebuilt engine running Mbe at 3000 revs.
Same cam, same cc, same inlet size
So a 72mm Plenum and I’m assuming Clive Y or Act De catt Y can get that power hike.
Waste of time building an engine with skimmed heads and high compression then, let alone an after market Ecu, just remove the catt and bolt a bigger air intake on.
You also have 10 more hp
Are your trumpets standard tubes and length.
Fast car there for sure.
You’ll be in the top 25/30 on the TVR fastest accelerating cars leaderboard if you was to run that down a drag strip based on these numbers alone.
The fastest 450 is around 12.4 and we know that engine was fast and had a huge cam so what you would expect to see in the times.
Your engine suggests you could match that sort of time.
Look on the leaderboard and the company you’ll be keeping that high up....
Very fast indeed.
Hello Alun,This is at the flywheel ?
Is your car de Catted.
I’m very impressed with that torque curve and about 40 lb ft more than my rebuilt engine running Mbe at 3000 revs.
Same cam, same cc, same inlet size
So a 72mm Plenum and I’m assuming Clive Y or Act De catt Y can get that power hike.
Waste of time building an engine with skimmed heads and high compression then, let alone an after market Ecu, just remove the catt and bolt a bigger air intake on.
You also have 10 more hp
Are your trumpets standard tubes and length.
Fast car there for sure.
You’ll be in the top 25/30 on the TVR fastest accelerating cars leaderboard if you was to run that down a drag strip based on these numbers alone.
The fastest 450 is around 12.4 and we know that engine was fast and had a huge cam so what you would expect to see in the times.
Your engine suggests you could match that sort of time.
Look on the leaderboard and the company you’ll be keeping that high up....
Very fast indeed.
Yep, figure is at the flywheel and was the same give or take 2-3 BHP for 2 or 3 runs that Joolz did before creating the new map for me. I have all cats in place and the standard Y piece on the car according to Dan Taylor with the only breathing upgrades a full ACT system to the 72mm plenum and superflare trumpets and a heat plate under that. The new injectors may help a bit as they have a better fine mist spray pattern according to Joolz but I do not know if that makes any material difference.
I'll be trying my hardest to get to a RWYB session this summer as the last one I did with you guys was so much fun. The car certainly pulls harder in every gear with the remap and I have my figures for the last visit to SP at home somewhere so will be a good comparison.
I blame you, Anthony and Peter for leading me down this path but it is a lot of fun
I know that some people claim that the fine mist injectors increase power, but I don't , and i've tested this a few times with aftermarket ecus where you have full control over the ignition timing too, and the results are always the same in my experience.*
The benefits for economy, emissions, drivability are certainly there, but other than a little power hike on your car down to correcting the mixture the before and after power curves are pretty much identical
The costs of buying a set of refurbished fine mist injectors of a newer design are a bit more than refurbishing the standard injectors, but if you're going down that route you might as well go with the fine mist ones, just don't expect extra power from it.
The benefits for economy, emissions, drivability are certainly there, but other than a little power hike on your car down to correcting the mixture the before and after power curves are pretty much identical
The costs of buying a set of refurbished fine mist injectors of a newer design are a bit more than refurbishing the standard injectors, but if you're going down that route you might as well go with the fine mist ones, just don't expect extra power from it.
- this might be a peculiarity of older designs of combustion chambers .. I remember david vizard saying that on the old A Series engine the webers always gave best power, dellortos next, then worst were the SU carbs, he put this down to the webers having the largest/worst fuel droplet size, and the SUs having the finest droplet size. Just because something works in Formula1 at 18k RPM doesn't mean it translates into road engines at 5kRPM ...
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