Hi guys i m looking in efi my c1j but had fond noting on what is the best way to make the inlet manifold and what more it needs like sensors vacuum in the inlet any help please
Hi guys i m looking in efi my c1j but had fond noting on what is the best way to make the inlet manifold and what more it needs like sensors vacuum in the inlet any help please
Here you go
https://www.rtoc.org/boards/member.php?u=349
i have gavet it a look it looks a good kit i have pm him for price and what consist of so now what sensors do i need for the ecu water ect
that will all depend what stand alone ecu you use, adaptronic, emerald.omex ... etc ..etc theres loads out there, most ecu's will have there own sensors , to run the stand alone software but you will still use your renault clocks / gauges ,for fuel level,water temp,oil pressure,speedo /tacho
Here is mine:
R21t throttle body and elbow.
top job that, james
mine will be for sale but it will be about 6 months look at profile and mine will take 35 psi of boost
no dis-respect, but all these designs utilise too much of the standard manifold, you need to bin it, you need more volume to make more power, (andy cookes was a great example from back in the day). i would just use the flange of the stanard mani, then sheet metal fabrictate the rest, decide on your hp goals, then calculate optimum plenum volume and runner length (lots of data online), and knock one up.
as markey correctly states, the standard jobby is great at 120hp, and will make more of course, but once your getting upwards of double standard output, its wayyy off its design objectives, and far from efficent.
Sorry, what part of an Alliance manifold is std GTT?
I would never assume that it is the perfect design but, it's power producing properties are far from proven. I would guess that the plenum is about a litre in volume, maybe 1.5 which is not far off the supposed 1-1.4:1 ratio guide of plenum to engine size guide.
All you need to do now is wait for the next 10 years for me to finish it!
but the engines effective size is muliplied by boost....
on the hondas which are 1800cc, there run upto 6l volume, you do the math
Fair point Rob.
Space would be an issue for 4-5 litres of plenum in a GTT? I think you could probably squeeze in a good 3 litres worth?
I guess your point is that none of these manifolds (Alliance aside) have a plenum of any kind in the true sense.
Here's a good article for the yank publication 'Modified Magazine' that I subscribe to:
http://www.amsperformance.com/pdfs/intakemani.pdf
What we need is someone with an allience manifold to get it copied, there must be smoe way of doing it
I reckon there probably is someone somewhere that will do smaller numbers. I seem to remember a company at Autosport that could do a smaller batch but, I have no idea what their company name was?
It must have been in 2006 (last time I went!).
Too true Scoff. In the article that I posted above it suggested that the plenum should be 1.5-2.0 times the engine capacity and maybe more on a turbocharged engine. The Alliance was a normally aspirated car and the only reason the Californian model has multi-point injection was to meet the emissions requirement for that state.
I will say that if you were going to design a manifold for semi-mass production, you'd probably want it to be cast aluminium alloy as it's cheaper. That's not to say a low production hand made manifold cant be done. A few jigs etc could see something very worthwhile come together for reasonable cash but, it would need to be developed and be a proven performer before hand.
I've think it would be a miricle if you could get even 10 serious customers, even if the cost was sub £500. Reality is that it will cost more than that if quantities are that small. Maybe if the other hardware and tuning costs were lower there might be more interested people.
Re plenum volume, I'd go for 1.5x engine capacity x boost (bar, absolute), if you have the room
Are the runners included in the volume capacity? If thats the correct terminology?
not normally, though runner lenth, and bore has an effect.
see below for classic examples...
http://www.edelbrock.com/sportcompac...ani_perf.shtml
http://www.edelbrock.com/sportcompac...ani_vict.shtml
now both of these manifolds are for the same engine, you can see the clear differances in design for differant output levels, and power delivery.
Rob, I'm scared my new inlet manifold may actually be too large I'll be after your 72mm unit
I think you're right. There just isn't the market for developing EFI on the C1J anymore. 10 yrs ago an all inclusive kit with proven numbers would have sold quite well, especially as it no doubt would have been better on the juice and more driveable/tractable.
I would love to have the cash available just to finish my Alliance/Megasquirt set up and actual post up some dyno graphs. Not so much for the numbers but for the shape of the curves. One day.......
My plan is to measure the car with this 'carb style' inlet than develope another with plenum and make comparative measurements.
And I'll ask all your help with the development of the new inlet!
Worth reading:
http://forums.vwvortex.com/showthrea...est-Results***
Some time in 2015 I'm going to take my Alliance manifold to a local Abrasive Flow Machining (extrude honing) joint to see what they can offer. The pictures on their website 'look' pretty encouraging?
http://www.abrasiveflow.com/aboutus.htm
i especially like the fact that they flow test the manifold before and after. Obviously that doesn't take the head into account but a fair indication of their work.
Fair play on sniffing out an Alliance manifold - I hunted high & low for one of them years ago to no avail.
Sure, not the best manifold in existence, but better (read less restrictive, and the fact that it's pretty much bolt-on) than the 25mm venturi/32mm t.plate of the o.e carb.
You blokes have got a boost problem you need to speak to someone about .