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About Millstone10

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    Fast Driver!

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  1. Alternative to a type 038 battery?

    Hi Ian This is an Odyssey PC680 fitted to a GT6. Plenty of cold cranking power for the 6 cylinder. CCA is 170A on these but the short term peak 5 seconds is over 500A. I almost frighted myself the first time I cranked the engine with this battery. You can see how much smaller than the standard battery + you can mount it flat if that fits better. I have it fitted witha Ctec battery conditioner/charger socket. Very happy with it. Cheers Nigel
  2. Data Logging Su And Stromberg Carbs

    I had a go at similar stuff using linear pots - worked partially using a techedge logging unit but allot of lag and not very repeatable. Lost interest but could have got there with an oil bath maybe... It was a bit of fun though... Carbs have central TPS and vacuum log on each. http://sideways-technologies.co.uk/forums/index.php/topic/6165-twin-su-lambda-readings/page-2 Maybe of interest...
  3. The Great Oil Debate Again

    +1 for Penrite 20:60 Especially for the Queensland climate. All round improvement in pressures but then again winter is 10 to 15 degrees, summer Temps unheard of in the country of the gt6's birth.
  4. Bloody Sleigh Bells!

  5. New Life For Steve

    Great news Steve!
  6. Manifold Fabrication

    Ummm. But where is the lowest pressure... Past the bell mouth or created by the engine in the bell mouth ... Have a think about that one.
  7. Manifold Fabrication

    I think it was a volvo site bit its one of the multiple picture I aimlessly copy into my reference collection
  8. Manifold Fabrication

    A lot of these argument focus around the final couple of percent performance around WOT (wide open throttle). Which is a bit much for a fast road/track day/hill climb car. (I'm sure most here think of their motors in this category A better focus is tractability, removing known problems with plenum type induction (including both single TB and carbs) and simplicity of fabrication so CNC and cast manifolds are out (maybe CNC though...). This is a good article; http://www.performancebyie.com/blog/the-right-bellmouth/ The raised and properly shaped bell mouth has a couple of functions that may be counterintuitive to "what looks bright is right" arguments. My experience of this was working with a mine ventilation consultant designing a fan installation with a 2.4m diameter intake and evase. That was all about cost benefit of fabrication cost V power cost trade off - the equivalent here (of making your own manifold) would be driving style V complexity V available tools etc. The main issues for a single TB/carb plenum is that the air has to turn 90 degrees and potentially with sequential intakes in series. The solution here is reducing the cross section to each intake. For the bell mouth it is the best compromise for 90 degree air feed and the minimisation of standing waves that potentially will cause flat spots at certain rev's. The solution is the raised large radius bell mouth. Setting up simple rules for this type of design is the way to go... IMHO I would start with: Runner diameter at equivalent circular area of inlet duct of head/valve. Runners as long as will fit under the bonnet to get the potential benefit as low down the rev range as possible Plenum volume of 1 to 1.5x of engine capacity. Plenum reduces volume to furthest intake at between 12 and 15 degrees. Raised bell mouths with diameter of lip at approx' 10mm or follow the previously posted full design. Please discuss John - I think that you have a good design there. The only thing I would look at is an increase in bell mouth curvature. p.s. From my mine ventilation experience air should not ever be made to turn through more than 90 degrees in a confined space/duct. MASSIVE increase in resistance and very unpredictable follow-on effects of pressure and resistance changes at different flow rates. All ducts must have the same angle to any manifold. p.p.s A manifold doesn't need to be clingy to conform to these "rules". See attached picture. The only thing I would change to this design is the angle of delivery to the air to the first intake, much to steep here and easy to fix. I can't find where I copied this from - sorry.
  9. Manifold Fabrication

    I think that you need to address the issue of changing static pressure above the intakes. Ideally they should be equal over each hence the reducing cross section . That Jenvy box may be OK for a carb setup but for a single throttle body would give a very uneven intake pressure above each intake and therefore uneven charge per cylinder. As each bell mouth should really have at last a 180deg semicircle. No need to reinvent the wheel... copy the attached best as possible... no reason the TB mount should not be rotated 90 deg to fit better. This could be done with a simple sheet fabrication to approximate very well, no need to be cast and I haven't heard anyone talk of supercharging yet... A couple of notes attached. IMHO of course.... N Ideal ram pipe.xls
  10. Manifold Fabrication

    I think it can be quite simple. Just a bent sheet of AL over aa 4" plastic pipe to a D section. 2 flanges for either end with calculated height for the 12 deg reduction, then a flat baseplate over your rampipes.. There you are - proper CAD engineering...
  11. Manifold Fabrication

    Hi Nick I would look at putting a 12 - 15 degree depth change on the wheel arch side of your plenum. This makes a significcant change to the shocklosses around the trumpet intakes for the minimum depth change. You could do more that that was an economic sweet spot that we did on a mine ventilation system and is pretty common on intake plenums as well. This one is from the bottom... A couple of others are in the attached doc. Cheers Nigel Intake Plenum pictures.doc
  12. Lightweight Battery?

    At a car show here in sunny Brisbane a week or so ago I found my mini PC680 in good company. I think this shows is well within the 6cyl capability
  13. Too Hot!

    On those alloy water pump manifolds... I have one bought for bling more than anything but I also wanted to fit a temp sensor to the return side. On removing the old iron one, which I had thoughtfully painted and looked nice an new, I could see thet the tolerance of the rotor to the housing was massve due to corrosion of the iron manifold. The edges were virtually a knife edge which must be massively increasing bypass and reducung flow. Maybe worthing measuring this on your setup? On another note, with my standard GT6 radiator setup I am having no overheating issues during this cold Brisbane winter with temp's reaching a terrble low of 6C and 20C during the day. As soon as it gets to +28C I get issues even with proper coolant, rad' shroud, good thermostat etc all done. The system isn't designed for anything above an average UK summer as many have commented before. Nigel p.s. the Porche 944 radiator is the right dimensions for a GT6/Spitfire - but I havn't fitted it yet to see if there are other issues. It has a trasmission cooler built in to so may be able to cool oil as well. As it was designed for a 2.5l engine, though was is should be good for the Triumph 2l 6cyl.
  14. Cant you just get a GT6 speedo? depends on the gear box ratio's of course but may be easier. If you change the diff later you can sell it on and not cost you anything but postage...
  15. Front Springs & Dampers

    This is a nice article for the record... (article) Springs Technical Information.pdf