triumph straight six fuel injection
Discussion
Why?
Having spent far more time in Triumphtune in my youth than I should have, I'd say you'd be best off going with triple 45s and be done with it. Kingston Sports Cars used to do a 2.7 litre version.
4 grand seems a bargain when you consider how much of a pain it will be to do the work.
I'd not bother.
Having spent far more time in Triumphtune in my youth than I should have, I'd say you'd be best off going with triple 45s and be done with it. Kingston Sports Cars used to do a 2.7 litre version.
4 grand seems a bargain when you consider how much of a pain it will be to do the work.
I'd not bother.
Pidgeon beat me to it!
I've been looking into mechanical injection a lot recently.
I've just bought an immaculate mechanical pump off of an old early Porsche 911. It seems to be that the most accurate of the mechanical systems is the Bosch plunger pump system, the lightest and simplest is the Kugelfischer unit, as used in old BMWs, 60s Peugeots and various racing applications (after Kugelfischer got taken over by Bosch in the early seventies).
The Bosch system along with the Lucas system has the most provision for modification and adapating to performance applications. Kinsler situated in Michigan specialise in racing mechanical systems swear by the Lucas system for racing. In the long term however the Lucas system (typical of British underdevelopment of the time) wears and runs rich, and doesn't have durability of the Kugelfischer or Bosch system- going out of calibration frequently.
Any mechanical injection system set up correctly can be set up to give good fuel economy, as already reflected in this post. Early reports of mechanical fuel injection systems being inherently bad on fuel- are based on ignorance. A system such as the Lucas system may go out of cal frequently and need specialist expert attenstion to set up correctly, but it is not inherently flawed from a design point of view.
The Bosch system consists of a cam shaft with lobes that correspond to the number of cylinders of the engine being fed. The cams actuates plungers which inject the fuel into each cylinder as TIMED injection. The injection pressure is high- usually around 15 to 18 bar (compre this to the 2.5-3 bar of modern EFI) -which is great for atomisation and high speed transients. This cam is driven off a pulley from the cam or crank. Accelerator position is taken care of by a rack, which varies orafice areas which admit fuel at the nozzle of the plungers. The kugelfischer system simply varies the stroke of the plungers. The Bosch system has cams that are actually 3 D profiles! These 3 D profiles are ground for each engine application and suit the engines airflow curve through the engine rev range to the correct fueling.
The Bosch system also has adaptations for temperature and barometric compensation. The governer fly weights are also supposed to take care of transients (although I'm not quite sure how they can…?)
The main advantage of this mechanical system over K Jetronic for me is that it allows the use of port throttles and won't give lean misfire issues on transients
I've been looking into mechanical injection a lot recently.
I've just bought an immaculate mechanical pump off of an old early Porsche 911. It seems to be that the most accurate of the mechanical systems is the Bosch plunger pump system, the lightest and simplest is the Kugelfischer unit, as used in old BMWs, 60s Peugeots and various racing applications (after Kugelfischer got taken over by Bosch in the early seventies).
The Bosch system along with the Lucas system has the most provision for modification and adapating to performance applications. Kinsler situated in Michigan specialise in racing mechanical systems swear by the Lucas system for racing. In the long term however the Lucas system (typical of British underdevelopment of the time) wears and runs rich, and doesn't have durability of the Kugelfischer or Bosch system- going out of calibration frequently.
Any mechanical injection system set up correctly can be set up to give good fuel economy, as already reflected in this post. Early reports of mechanical fuel injection systems being inherently bad on fuel- are based on ignorance. A system such as the Lucas system may go out of cal frequently and need specialist expert attenstion to set up correctly, but it is not inherently flawed from a design point of view.
The Bosch system consists of a cam shaft with lobes that correspond to the number of cylinders of the engine being fed. The cams actuates plungers which inject the fuel into each cylinder as TIMED injection. The injection pressure is high- usually around 15 to 18 bar (compre this to the 2.5-3 bar of modern EFI) -which is great for atomisation and high speed transients. This cam is driven off a pulley from the cam or crank. Accelerator position is taken care of by a rack, which varies orafice areas which admit fuel at the nozzle of the plungers. The kugelfischer system simply varies the stroke of the plungers. The Bosch system has cams that are actually 3 D profiles! These 3 D profiles are ground for each engine application and suit the engines airflow curve through the engine rev range to the correct fueling.
The Bosch system also has adaptations for temperature and barometric compensation. The governer fly weights are also supposed to take care of transients (although I'm not quite sure how they can…?)
The main advantage of this mechanical system over K Jetronic for me is that it allows the use of port throttles and won't give lean misfire issues on transients
GavinPearson said:
Marco said:
My dad had a Triumph 2.5 PI with fuel injection (the world's first on a production can incidentally!)
Merc 300SL
VW Variant
Volvo 1800E
and at least one other that I can't remember...
1950s Corvette
Oh balls
Not only could he not tune PI engines but he was full of crap too.
Marco
Hi,
Ive fitted Megasquirt to my mates TR6, we ripped out the old EFI system and put the throttle at the front of the engine using the old throttles just as tubes to get the air into each cylinder. The bloke reckons its so much better than it was before, its got so much more torque low down and its cleaner and more responsive to drive than before. We havent done any fuel economy figures for it yet, but it will be as efficient as it can be as its tuned correctly with very little compramise. Cost him about £150 - 200 to do it, so not expensive at all, Ive also done my mates TR4, but that is a different story as that was using Strongburg carbs as throttle bodies, etc, but that goes very very well now,
Phil
Ive fitted Megasquirt to my mates TR6, we ripped out the old EFI system and put the throttle at the front of the engine using the old throttles just as tubes to get the air into each cylinder. The bloke reckons its so much better than it was before, its got so much more torque low down and its cleaner and more responsive to drive than before. We havent done any fuel economy figures for it yet, but it will be as efficient as it can be as its tuned correctly with very little compramise. Cost him about £150 - 200 to do it, so not expensive at all, Ive also done my mates TR4, but that is a different story as that was using Strongburg carbs as throttle bodies, etc, but that goes very very well now,
Phil
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