Cregg :
I got the distinct impression that they had not yet tested it on an actual TR,
and I don't recall any horsepower figures being mentioned. You obviously will
not get the full 150hp, since it also involved changes to cam profile,
compression ratio, ignition timing, etc.
Certainly, using a throttle body per cylinder is an option, by buying the
manifold for 3 DCOEs and the TBI bolt-on for a DCOE. This option was
mentioned, but no comparison made.
IMO the advantage would not be the increased throttle plate area, but rather
that the fuel/air mixture has a straighter shot at the cylinder, without going
around the bends in the stock intake manifold. But, unless you are racing in a
class that forbids it, I think there's more "bang for the buck" to be had with
a supercharger/turbocharger. Of course, no one is currently building an
"off-the-shelf" system for the TR6, but it shouldn't be too hard to fabricate
one.
As someone once said "Speed costs money. How fast do you want to go ?"
Randall
On Tuesday, October 24, 2000 2:59 PM, Cregg Cowan [SMTP:cowan@erg.sri.com]
wrote:
>
> Hi Randall,
>
> Was there any mention about how much performance would be increased over
> the US Spec?
> If I'm spending $2k (or even $1500), I'd like to get the ~150 Hp of
> "worldly" TR6's.
>
> In looking at http://www.electromotive-inc.com/injection.htm and
> http://twminduction.com/EFI/EFI-FR.html,
> I began to wonder about more than two throttle bodies. I had heard that
> one of the things that
> makes triple webbers attractive is that there is a venturi for each
> cylinder --- no two
> cylinders have to fight each other for a full charge. OTOH, my
> simple-minded analysis
> of the stock manifold indicates that among cylinders 123 and 456 there is
> no overlap of their
> intake strokes. So maybe two throttle bodies are plenty. Was there any
> discussion of
> this or similar topics?
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