Absolutely not, Dave. In fact, the REAL fun starts at around 5.000 rpm. That's when the camshaft really kicks in, and what happens, is, well, magic.Dynodave wrote:Those ram pipes look too close to the inner wing on cylinders 2&3 to run any filtering system except filter socks.
Are the length of those ram pipes critical ?.Do you loose much power with shorter rams ?
In my experience filter socks loose around 6 bhp on a 200bhp engine.(new ones )
A few basics so we know what we're talking about. That's a Fiat 159A block, 86.4x63.9 mm, 1,580 cc. It has been ripped apart and put together with exemplary care by the two guys you can see in one of the pictures. One is Uros Piperski, a genius for mechanics, and the other curly one is Nikola Radenkovic. He is currently emplyed by Bosch in Stuttgart, Advanced Electronic Fuel Injection Systems division. As we speak his own ECU and management systems have become the recommended upgrade for Ford Cosworth engine, although it's a Weber/Marelli ECU extensively reworked electrically and in software in particular. If anyone reads Ford Perfomrmance mags, he will have seen texts about that one.
Well, beside the test version for Cosworth, one of them is sitting in my engine bay and is feeding that engine. The four butterflies are basically by Bing of Germany, but have been modded with Dellorto flaps, which have been lightened. Injectors are by Bosch Motor Sport, and the plenum was by BMW, and is now by BMW, Uros Piperski and Yugo_Turbo (a.k.a. as Sale), who had to cut it to enlarge it.
The cam has a nominal angle of 288 degrees, however, at 0.1 mm, and since it's sitting there at 0.25 mm, I would guess its actual angle is more like 275 or so. However, the valve lift is 10.45 mm, and speaking of valves, the intake valve has been upgraded from 36 to 40 mm.
Our aim is 150 HP. We think we should make it. If I can restrain them, because I wanted and want a GT, not a racing car, and they keep asking for racing car parts. This should power a completely reworked Yugo, curb weight just 820 kilos, or, more realistically, with me sitting in it, 935 kilos. With 150 HP, I have something like 6.23 kg/HP, a creditable result.
In practice, with just an approximate map inside, just so the car will go, it managed 0-170 km/h (app.103 mph) in some 17 seconds, with two people in it (app. 50% of allowed payload). This would imply 0-62 mph in around 6.8 seconds, and shows that the butterflies are in no way restrictive. Please note, these are rough measurements, not precise at all, we'll do precision when the mapping is done.
Up to say 3.500 rpm, the engine pulls, but it's nothing to write home about. The fun starts above 4.000 rpm and way until the limiter kicks in, at 8.000 rpm. That car is extremely powerful, it seems to want to go way beyond.
Frankly, I can't wait for it to be returned after mapping (sigh!).
thank you,
Dejan V. Veselinovic (DVV)