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Author: Subject: Help wanted. Aj30 / Duratec 30
CosKev3

posted on 2/1/20 at 10:17 AM Reply With Quote
quote:
Originally posted by MootchA
hi, i think i am no 6. do you know if the plate guy will still change the plate, and is their a contact no for him ??cheers mike


Are you on Facebook?

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MootchA

posted on 2/1/20 at 11:26 PM Reply With Quote
facebook....yes, sort of, is that the best contact ?...i will have a look there.
many thanks

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CosKev3

posted on 2/1/20 at 11:33 PM Reply With Quote
Yeah hes got a page on there you can message him off
Rx8 gearbox adapters

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CosKev3

posted on 2/1/20 at 11:35 PM Reply With Quote
https://m.facebook.com/groups/1779024555682316/?ref=group_header&view=group

[Edited on 2/1/20 by CosKev3]

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MootchA

posted on 2/1/20 at 11:46 PM Reply With Quote
thanks kev,

i have sent him a message, so hopefully he will change the plate

mike

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big_wasa

posted on 4/1/20 at 09:07 AM Reply With Quote
Let us know how you get on.

[Edited on 4/1/20 by big_wasa]

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MootchA

posted on 4/1/20 at 11:43 PM Reply With Quote
well i messaged johnathan, he said he would replace the plate, i have to show the plate cut up, with a newspaper next to it for the date, he will then send a new revised plate out.

can't really ask for me than that, thanks for the advice etc.

mike

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RWD Focus

posted on 7/1/20 at 08:50 PM Reply With Quote
Which injectors are better to use? Jaguar AJ30 green ones or ST220 Blue ones? Anyone know?
Thank you






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Oddified

posted on 7/1/20 at 09:27 PM Reply With Quote
I don't know the flows for the Jag version but the ST220 are 24lb at 4.5bar. On a standard engine with a decent air intake and exhaust manifolds/system (no cats..) i found them a bit marginal with heading near 90% duty with a 12.5 Afr at WOT.

If your going for more power or a turbo then Bosch 0280156127 fit straight in (on an St220 intake/rail any way) and are 42lb at 3 bar. I've been running them in a standard engine for a while whilst gathering parts/building a turbo engine and with a half reasonable ecu idling at 14.7 afr / lambda 1 is rock solid, no problems at all.

Ian

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40inches

posted on 7/1/20 at 11:23 PM Reply With Quote
I used the standard Green Jaguar injectors, have around 15% headroom.
After VVT adjustment
After VVT adjustment

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RWD Focus

posted on 8/1/20 at 07:13 AM Reply With Quote
Thank you for the replies






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Oddified

posted on 8/1/20 at 09:14 AM Reply With Quote
Quick google shows the jag injectors are 24lb/260cc at 3 bar. So at the cars original pressure (3bar on the Jag, 4.5bar on the st220) they're basically running the same flow. Of course the jag injectors have a larger window for the pressure to be turned up to get a bit more though.

Any thoughts of boost will very quickly run out of fuel with ether set of injectors.

Ian

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andygtt

posted on 8/1/20 at 10:47 AM Reply With Quote
If you turbo the engine make sure you fit oil squirters... in fact internally all you need is oil squirters and shorter forged rods, the cast pistons have proved reliable to 500bhp!

Siemens make an injector thats a direct fit and good for any power you might ever need.... but there are of cause Greens available that can go to just over 400bhp and were fitted to stock nobles.





Andy

please redefine your limits.

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Oddified

posted on 8/1/20 at 11:39 AM Reply With Quote
quote:
Originally posted by andygtt
If you turbo the engine make sure you fit oil squirters... in fact internally all you need is oil squirters and shorter forged rods, the cast pistons have proved reliable to 500bhp!

Siemens make an injector thats a direct fit and good for any power you might ever need.... but there are of cause Greens available that can go to just over 400bhp and were fitted to stock nobles.


I've already fitted the oil squirters, i used the BMW valved ones. I have forged rods and pistons (bit of future proofing..in case i go daft on power! lol). The rods are standard length, custom Wiesco pistons. Building the engine at the moment, it should be in the car in a few weeks

Ian

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RWD Focus

posted on 8/1/20 at 01:11 PM Reply With Quote
Mine won't be getting turbo fitted.






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Oddified

posted on 8/1/20 at 01:45 PM Reply With Quote
quote:
Originally posted by RWD Focus
Mine won't be getting turbo fitted.


You never know, you might get the itch after a while! lol

Ian

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CosKev3

posted on 8/1/20 at 03:05 PM Reply With Quote
I'm using Bosch injectors from a Mustang,6 hole more modern injector than the 4 hole originals.
Will see if I can find specs,pretty sure they can supply plenty of fuel for a charged engine.
Picked them up for just over £100 for set of six that had only been used for testing.

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CosKev3

posted on 8/1/20 at 03:10 PM Reply With Quote
https://www.bmotorsports.com/shop/product_info.php/products_id/4468

They are the type of injectors needed to fit in a Jag AJ30 injection set up.

Different type of injector to a ST220 injection set up.

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andygtt

posted on 13/1/20 at 02:13 PM Reply With Quote
quote:
Originally posted by Oddified
quote:
Originally posted by RWD Focus
Mine won't be getting turbo fitted.


You never know, you might get the itch after a while! lol

Ian


especially when you find the engines are good for over 700bhp reliably turbo'd

a light flow of the head is highly recommended, allows the much more power at less boost, stock noble runs 0.7bar for 352bhp... my engine made 480bhp on low boost 0.6bar.... I had flowed heads and cams and I don't think the cams add anything significant, so much so that my latest low power engine i'm trying it with flowed heads and stock cams and im still targeting over 750bhp with this spec engine.

Upgraded valve strings can be bought from Piper... or any reputable noble specialist such as Mountune.

Sounds like you have been collecting all the right bits ... I also recommend single turbo, back to back testing on a hub dyne with the identical internals the twins made 100bhp less than my single.





Andy

please redefine your limits.

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andygtt

posted on 13/1/20 at 02:16 PM Reply With Quote
forgot to add, these engines run very high EGT when turbocharged... Nobles crack manifolds etc because of it, so plan to manage that with quality of materials etc.
I run inconal manifolds and on low boost of 0.6bar I see 900 deg c EGT... more on high boost.





Andy

please redefine your limits.

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CosKev3

posted on 13/1/20 at 02:55 PM Reply With Quote
quote:
Originally posted by andygtt
forgot to add, these engines run very high EGT when turbocharged... Nobles crack manifolds etc because of it, so plan to manage that with quality of materials etc.
I run inconal manifolds and on low boost of 0.6bar I see 900 deg c EGT... more on high boost.


What size turbo are you using?

Twin scroll or single?

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andygtt

posted on 13/1/20 at 07:45 PM Reply With Quote
twin scroll borg warner... I was running a float bearing 9180 but am going to a 'smaller' EFR9176 which actually flows potentially 200bhp more than the old one (the exhaust AR is quite a bit larger to compensate for the smaller turbine).

engine wise inlet manifold was a restriction on power on my last engine... going ITB's and a custom plenum to remove the restriction.





Andy

please redefine your limits.

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CosKev3

posted on 13/1/20 at 08:30 PM Reply With Quote
Is that T3 or T4 flange?

Been told by a turbo supplier that twin scroll on a V6 is a waste of money,twin wastegates etc,unless the manifolds are equal in length?
So having the turbo on one side of the engine twin scroll is no advantage?
Have you ever used a single scroll?

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andygtt

posted on 14/1/20 at 08:30 AM Reply With Quote
I haven't used a single scroll, but let me guess that it was a Garret supplier as garret don't do a twin scroll in the relevant size for my V6.

I believe it makes a significant difference, so much so that I wouldn't even consider a single scroll even though they are cheaper. its to stop scavenge from each bank which can occur regardless of manifold being equal length or not.

I run the turbo one side of the engine so the other banks exhaust goes a lot further under the car... despite this is spools incredibly well, much less lag than when it had tiny twin turbos on it.





Andy

please redefine your limits.

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CosKev3

posted on 14/1/20 at 09:52 AM Reply With Quote
quote:
Originally posted by andygtt
I haven't used a single scroll, but let me guess that it was a Garret supplier as garret don't do a twin scroll in the relevant size for my V6.

I believe it makes a significant difference, so much so that I wouldn't even consider a single scroll even though they are cheaper. its to stop scavenge from each bank which can occur regardless of manifold being equal length or not.

I run the turbo one side of the engine so the other banks exhaust goes a lot further under the car... despite this is spools incredibly well, much less lag than when it had tiny twin turbos on it.


Thanks.

No TBF it's a Borg Warner/Holset supplier.

They said equal length headers is a must for twin scroll to be worth while .

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