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CK's TR6

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  1. Well, if you have to spend money, dual masters with a balance bar would eliminate the problem. works good....... https://www.goodparts.com/product/dual-master-cylinder-kit-tr250-tr6-5-8-bore/
  2. In the US, emissions are tested for HC and CO. My 76 always had issues. After a lot of trial n error, I learned that the HC would spike if there was lean misfire, especially at idle. That means the best spark you can generate and at the proper time. I eventually put in a EDIS system as that had huge spark. As for CO, I added a lot of oxygen in the form of alcohol additive. The brand in the states is called HEET, comes in a yellow bottle. I added a lot of that to a tank with about 2 gallons in it. Passed emissions and then filled it up to dilute the alcohol. IDK if the PI systems could tolerat
  3. This was my solution. First picture is an extra one I made in a GT6. Second picture is my car. Stock Triumph hub and horn. The added benefit for me is now my right leg is straighter when cruising and my knee doesn’t hurt anymore. I am going to make another in laminated Baltic birch. Down the road maybe another that is a leather rim.
  4. There is always the idea of a more roomy steering wheel. PM if interested in options.
  5. A crank fired ignition system like Megajolt controlled EDIS system would let you really dial in the ignition to achieve maximum brake torque at many rpm/load conditions. So, not only max HP, but max efficiency at other than wide open throttle. The driveability difference is startlingly better for partial load conditions. Amazingly trouble and maintenance free.
  6. I made 10 plinths, form fit replacement but different too. They all have been purchased. I am not making the repair part anymore. I will be making 5 more plinths at some point in the future. No definitive time though.
  7. Theoretically, ignition timing should be advanced to the point of achieving maximum brake torque. For a given operating condition (rpm & load), if you plot MBT vs timing advance it is a curve that peaks, more advance beyond that point reduces MBT and therefore, efficiency. Depending on a lot of factors, you may have quite a bit of advance past the point of max MBT before you get ping. Additionally, you already have ping by the time you can actually hear it in the car. Here is where you can utilize a set of “detonation cans”. Which are no more than a stethoscope up against the block. A mode
  8. John makes a good point about spray pattern. My. Injectors are angled at about 35 degrees and the end of the injector is just outside of the ID of the inlet tube. Guessing now, but the spray pattern goes across the whole inlet cross section and the end of the spray hits the opposite side about where the manifold hits the head. I do have sequential with the fuel pulse ending at 40 degrees ATDC on the inlet stroke. So the fuel pulse will see the flow during the injection pulse and the junction at the head is a high temp area, being so close to the exhaust, which would aid in the vaporization of
  9. Here is a larger plenum, single throttle body, extended length runner EFI intake featuring heat blocks on each runner. From individual bell inside the plenum to the intake valve is 19.5”. With a TSI cam that is a flat torque curve, this increased torque in the 3200 rpm area at the cost of breathing above 5000 rpm.
  10. The car has used EDIS for the past 16 years and it has been pretty fool proof. I am keeping the EDIS. This was to facilitate changing over to sequential from batch injection. As for COP, I would think supporting the coils would be problematic, leading to coils with small leads to each plug. Other than the ability to tailor timing to an individual cylinder, I don’t think COP would give much gain over the EDIS system.
  11. This is really only for the extremely small subset of EFI folks going to sequential injection. I took a distributor, cut down the bell, turned the upper part cylindrical, 3D printed a sensor housing for fit n function, fabricated sensor housing, cut down the plate that the weights ride on to the proper duration, timed it all to the engine. Sensor is a powered Hall sensor from DIY auto tune.
  12. If you mean an AFR map that is one thing, a fueling map could be construed as the VE map as that is the basis for the fueling computations. On my EFI, you set up a AFR map, then the software adjusts the VE basis to achieve the desired AFR. For idle, I picked AFRs around 14.5-15.0, for WOT I picked 12.0 AFR as best power is at 12.5 but I am batch fired for now so that requires a richer mix, as for mid throttle (mid Manifold Absolute Pressures) I picked around 13.0 and then at low MAP values I go up to 15.0-16.0 (this is the overrun condition). Now, from what I was told, I can linearly correct
  13. As to heating of the air in the plenum, install a Inlet Air Temp sensor (IAT) in the back of the plenum. They are cheap and all they are is a thermistor. Easy to devise simple circuit to measure. Then you can compare ambient temperature with the actual temperature inside the plenum. My manifold is a bit different, it does have a heat shield, but I live in a high temperature environment. I have seen IAT’s 40-50f over ambient when stationary, cooling the IAT down took 50-60 mph for 5 minutes with, most importantly, 1/2 throttle or more. My air filter takes air from in front of/alongside the rad
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