the_notorious_C_A_T":31uznwl3 said:
Looking good bud, does your cams suffer from charge robbing on the standard inlet or is it like the clios and the inlet ain't the greatest?
Charge robbing or reversion. Either way, theres a significant fluctuation in inlet manifold pressure at 3K and large throttle demands.
mazmaz":31uznwl3 said:
now many things to resolve good luck ^^
oil return for the top cover
ecu
link to the accelerator
air box
water tank
also do you think the big pipe from the radiator don't allow enough clearance for an air box?
is it possible to ahve trumpet in circle shape ? so they will look up ^^
You missed the two vacuum hoses and fuel rail plumbing. Also, studs/nuts for mounting them onto the head
Water tank and radiator top hose should be out of the way tomorrow
Callum-stirling":31uznwl3 said:
Soooo jealous right now :/ how long before at power start to release this to us ?? Or is it just dependent on how you get on with them Neil ??
Pass. Ask Wayne, sales manager of AT-Power
mazmaz":31uznwl3 said:
Just wonder... the injector will be not better before the buterfly? like F1 car ...
Theres a huge difference in the operating RPM beween my car and an F1 motor :?
With the injector placement where it is, fuel will spray onto the back of the hot valves which should allow it to atomise well at low RPM and small throttle opening. If the injectors were only at the bell mouth, small throttle openings will have low air speed and also have the throttle plate in the way of the fuel/air mix which can cause the fuel to drop out.
A second set of injectors, staged so they start to work at higher RPM and throttle opening will help increase the mid range and top end power. With further distance to travel, the fuel atomising will cool the inlet charge and have time for a good mix without meeting a closed throttle plate
