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Bruce Tollan1436215447

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  1. I've been out sourcing bits and pieces. this got me thinking. what about cold start?
  2. Can't see me getting stuck in to fitting any thing for at least a month and I'll probably start on fuel supply issues first and that will take a while with fabrication and things. I'm in engineering design (3D Solidworks) and deal with Laser cutters regular so it would not be a problem for me to get wheels cut if it helps in any way. contacted my mate at Holden Parts Haven here in Hamilton and he has the Coils off a V6 with the ignitors attached, Idle control Valve and Injectors that I need to check for flow rate. I can also get the looms with the plugs, is this the best approach or is there another option for wiring them back to the ECU?
  3. What can you recommend for the 36-2 crank wheel? can I fit one off a donor engine?, do you guys have an approved design? or make my own?
  4. Thanks, I'll do some research and post some scenarios to work on Cheers PS almost sounds too easy
  5. I'm thinking of converting an old ('73) 2.5 Triumph PI to electronic injection, currently lucas mechanical injection. questions are; what injectors, MAF or MAP, O2, Ignition should I go for? is Cold Start required. My preference is decent quality, easily obtainable and reasonable price. what link unit is best suited? No turbo or supercharger required. max head flow with work would be Less than 100 CFM (best standard heads flow at 70 - 80 CFM) I don't expect a rocket ship but looking for decent power and reliability on a fast road cam. something around 150 BHP would do. A '73 2.5 PI had an awesome 125 Hp from the factory and TR5's and early TR6's 150. The clever blokes at leyland detuned them with milder cams after that so they could meet US emission standards. For the young fella's, think of these engines as the grandfather to the RB20's Rb25's (The 2500 is a stroked 2000 engine) Any advice or piss take is welcomed Old School Rules
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