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About timhum

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  1. Fascinating, any idea how long it took in real time? thanks Tim
  2. Just to say guys, thanks for a really interesting thread, I've learnt a lot from it. Tim
  3. timhum

    Dyno Result

    I've been told that overdrive units contribute a lot of drag, does that seem reasonable? Tim
  4. Thanks for the info Tom, much appreciated. Have you used the heritage units and what power did you register on the rolling road. Tim
  5. timhum

    EFI First Drive

    I've used the heritage throttle bodies and Emerald ECU on my TR3a, a really great conversion. There are some details of it in the TR 2/3/3a section, TR Performance Engine thread. As said the guys at Emerald are excellent. The time on the rolling road was quite an experience, noise, heat and fingers crossed for the engine. Before adding efi the engine gave 117.5 bhp which increased to 137.5 bhp after the conversion. Tim
  6. Kistinie, My system was set up on the rolling road at Emerald using 97 ron fuel although as I understand it the ECU will detect detonation and make adjustments accordingly.Sorry but no idea about a lambda probe being fitted, my mechanic did all the work. When tuning the car on the rolling road there was a probe inserted into the end of the exhaust pipe.The distributor was replaced with a coil pack sourced from a Ford Fiesta or Focus. All the programming was carried out via a laptop linked to the ECU.I'd suggest you contact Emerald, they are extremely helpfull. Tim
  7. Kistinie, Have a look at the Emerald page for some ideas. http://www.emeraldm3d.com/throttle-body-kits.html Tim
  8. Kistinie Here are a couple of links to Jenvey and Emerald https://store.jenvey.co.uk/throttle-bodies-and-components/throttle-bodies/heritage-dcoe http://www.emeraldm3d.com/k6-ecu-info-and-specification Tim
  9. Tom Not as far as I am aware, no mention of it in my documentation and bills. Starting procedure from cold is turn on ignition, wait for fuel pressure to build up, only 4 or 5 seconds and then press start button. From my very limited understanding of these systems the ECU determines the cold start requirements. I've attached an underbonnet view to show the set-up. Tim
  10. I've recently had my TR3a fitted with fuel in injection. The work has been carried out for me by TRGB using Jenvey Heritage throttle bodies running with an Emerald ECU. The throttle bodies look like Weber side draught carbs so the under bonnet view is good. The engine was previously rebuilt with 89mm liners, Phoenix exhaust , reworked head, TR4a inlet manifold, a cam designed for torque and electronic ignition. On the Emerald rolling road before the FI was fitted the car showed 116bhp at 5525 rpm and 129.6 lb ft at 3890 rpm. After fitting the numbers are 137.6 bhp at 5430 rpm and 145 lb ft at 3790 rpm. The change in drivability is excellent pulling from just under 1k rpm in any gear with tick-over rock solid at 750 rpm. Power delivery is absolutely smooth right through to the red line at 5500 rpm. Starting is improved, today after standing for 4 weeks the engine fired on the first push of the button. It hasn't been a cheap conversion but with the Moss kit at just under £5k it compares well. I'll be pleased to try and answer any questions if anyone is interested. Tim
  11. The work was done over 5 months. The reason for the time taken was that this was the first installation to be undertaken by TRGB. Jason who did much of the work needed time to think it through, plan, gather together components and then fit and test the set-up. I was in no great hurry to get the work done and was happy with the approach adopted. I'm sure a second installation would be considerably faster. As you say it is a very neat job, I would say that the quality of work undertaken is top notch. Tim
  12. TRGB sourced and rebuilt a 1960 TR3a for me some 4 years ago. It was sourced from the USA so work entailed it being converted to left hand drive. The original specification was red with grey interior, overdrive, heater and steel wheels. I kept to the original colours, exterior and interior and decided to make a few modifications. These were; rack and pinion steering, front anti-roll bar, brake servo, alternator, starter motor, electric fan and radiator. Attention was also paid to the engine with, 89mm liners, gas flowed head, TR4a inlet manifold, four branch exhaust manifold and electronic ignition. A year or so ago I heard about the Jenvey Heritage fuel injection throttle bodies and Emerald ECU. I wondered what this set up might do for my car and after a long discussion with Jason at TRGB decided to go ahead with the conversion. Before work started it was taken to the rolling road at Emerald to check existing power and torque. The result was 115.7bhp engine power at 5465 rpm and 129.6 lb.ft at 3890 rpm. Jason then began his work and after the conversion the car was again put on the rolling road at Emerald. This time we had 137.6 bhp at 5500rpm and 144.71 lb.ft of torque. Power was still rising at 5500 rpm but discretion came into play! Other changes are instantaneous starting from cold, rock solid tick-over and amazing drivability. Power delivery is absolutely smooth and linear with no hiccups, flat spots etc. After driving car before this modification for a couple of years and getting used to its foibles (no criticism meant) it now feels like a different vehicle. I thoroughy pleased with the experiment and thank Jason and TRGB for their superb work. Here's a pictures of the engine bay. Tim
  13. I've dealt wit TRGB for some time now and have been very pleased with their work. Having some further engine tuning work being done now on my TR3a. I will be pleased to speak privately with you on the matter. Tim
  14. My belief is that the future is not battery electric but hydrogen. Hydrogen needs electricity to produce it and can the be stored until needed. It is in effect a type of battery ie a power storage unit. Electricity for production can come from overnight supply where demand is very low and times when renewables are running at high production. Its quick to re-fill a car with hydrogen so no sitting around for 30 minutes while the battery re-charges or wires strung all over the place. Some have concerns about the dangers of hydrogen storage although 'm sure this isn't an insurmountable problem. The biggest issue is that of short term government views, if no pay-back in a couple of years it doesn't get done. Tim
  15. I agree that phased approach makes the most sense from a practical point of view. My concern is that to get out of paying the charge the replacement car as to be post 2015, Euro 6 or petrol. The cost to change will be high and penalise those on lower incomes who can't afford a newer vehicle and will just have to stump up the daily fee. Those who are more well off are likely to replace their cars more often, charge the cost to expenses or pay it out of 'loose change'. It's a difficult issue to solve or come up with a sensible suggestion. Perhaps it should start with taxis, commercial vehicles and buses who can all set their costs off against tax, measure the result and then make a decision about the next course of action should it be necessary. Thank goodness I don't need to drive into London. Tim
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