krede
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« Reply #15 on: May 04, 2008, 06:44:35 am » |
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Yes I see that one, but why not a 505 harness and parts, since the engines are so similar compared to the Opel..... As I said.. It seems the obvious choice to use the 505 (turbo) harness... but Im not sure that the ecu is "chippable" Also... the 505 harness is a mess with several different boxes each taking care of one task, ignition timing, injection, knock sensor etc... The Opel is ONE box.. and I only recommend it because its a very basic system, that should be easy to modify.. and cheap to aquire. But I thought the airflowmeter was ahead of the throttlebody.....? yep.. both the 505 and the Opels use an "upstream" flap type airflow meter. But as Anders said.. the throttlebody is what regulates the airflow to the engine....ie.. the throttle... you defenatly need one of those mate
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Anders Dinsen
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« Reply #23 on: May 14, 2008, 10:58:13 pm » |
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He he, shall think about this one, ' IMHO 45mm tb's are too large for an engine that revs out at 6300rpm. Current restrictor size for LMP1 prototypes is 48.5 mm (one restrictor for the whole engine, 4 valves per cylinder, normally aspirated, less than 3 litres), and they get more than 500 BHP out of that - so yes, 45's can breathe a lot of air! But since airspeed means less on TB's than on carbs, I don't think it matters a lot whether you choose 40's or 45's. Cross section is 25% larger on the 45's, and it may be a little easier to get the idle and low revs working perfectly, but as soon as there is any kind of opening, it shouldn't matter. Stig's (Megatech) offering should be quite attractive for the seriously interested.
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1982 Talbot Matra Murena 2.2 prep 142 2017 BMW i3 "Charged Professional" 94Ah
Used to own: 2001 Renault Matra Grand Espace "The Race" V6 24v 1997 Renault Matra Espace 2.0 8V 1987 Renault Matra Espace J11 2.2
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krede
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« Reply #26 on: May 15, 2008, 10:48:38 am » |
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