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  1. #21
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    Looks good I will be going similar design for the 240

  2. #22
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    Quote Originally Posted by 960kg View Post
    My best advice to you is go read about design yourself then you may swallow your word`s...Lol

    You are hardly talking tuning performance as you didn`t get much from one engine so you had to put TWO in so where is the knowledge about tuning in that?

    My cause does not need to be helped by you or anything......the SD1 plenum was just an example as i had one in the early `80`s.

    shows how much you've read on Colin's project, as if I recall correctly Colin's front engine produced 430+ bhp and that was attained with a home made intake manifold similar to Robs.......also the rover manifold you mention was superseded by the twin plenum version for the performance 3.5L Vitesse model, which I my mind means the single one didn't produce the power they were looking for.

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  3. #23
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    Inlet to the plenum is not really an issue on forced induction engines, the idea being that the pressure being higher than atmospheric should not have an effect on intake pressure as it would on a N/A engine with negative intake pressure.

    Saying that, the plenum should be of a size to accomodate intake fluctuations of pressure. The runners are also very important. The size and length of the runners will affect power through the range, shorter giving more top end power I believe.

  4. #24
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    Quote Originally Posted by Sperm1980 View Post
    Inlet to the plenum is not really an issue on forced induction engines, the idea being that the pressure being higher than atmospheric should not have an effect on intake pressure as it would on a N/A engine with negative intake pressure.

    Saying that, the plenum should be of a size to accomodate intake fluctuations of pressure. The runners are also very important. The size and length of the runners will affect power through the range, shorter giving more top end power I believe.
    The runners are 150mm long (not including the cylinder head) and are 46mm ID

    The volume of the plenum chamber is just over 4500cc.

    1996 850 T5 AWD - Self tuned M4.4 ECU with COP`s, B5254T ( S60R internals in a 850 block ) ostrich 2.0 , VXR injectors @ 3.8 bar, K24 turbo with a 6+6 compressor wheel, 3.25" MAF, top mounted Dump Valve, RN Exhaust manifold, 3" downpipe with 200 cell cat, 2.75" Stainless exhaust, Brembo calipers, S60R brake discs, stainless RIP kit, 3" Throttle body,

  5. #25
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    Despite all the knowledge here...Lol...it is strange why Hussein in the LINK has gone back to his N/A ME7 manifold ???


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  6. #26
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    Quote Originally Posted by 960kg View Post
    Despite all the knowledge here...Lol...it is strange why Hussein in the LINK has gone back to his N/A ME7 manifold ???
    Without trawling through 220 pages of his build thread, can you link to the post where he has changed his manifold back?
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  7. #27
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    On page 218, June this year he fitted a manifold pressure sensor to the plenum chamber.

    http://volvospeed.com/vs_forum/topic...35431595792915

    1996 850 T5 AWD - Self tuned M4.4 ECU with COP`s, B5254T ( S60R internals in a 850 block ) ostrich 2.0 , VXR injectors @ 3.8 bar, K24 turbo with a 6+6 compressor wheel, 3.25" MAF, top mounted Dump Valve, RN Exhaust manifold, 3" downpipe with 200 cell cat, 2.75" Stainless exhaust, Brembo calipers, S60R brake discs, stainless RIP kit, 3" Throttle body,

  8. #28
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    Quote Originally Posted by oblark View Post
    On page 218, June this year he fitted a manifold pressure sensor to the plenum chamber.

    http://volvospeed.com/vs_forum/topic...35431595792915
    yep, that's the last reference I could see to the manifold, no mention of changing back to a standard ME7 one
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  10. #29
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    Quote Originally Posted by MoleT-5R View Post
    .......also the rover manifold you mention was superseded by the twin plenum version for the performance 3.5L Vitesse model, which I my mind means the single one didn't produce the power they were looking for.
    The Twin Plenum as on the SD1 Vitesse was nothing to do with the Single Plenum on the ordinary SD1 3500.

    As you should know the 3500 came out detuned as it was a very fast motor and it had twin SU carbs @160bhp with a gigantic airfilter box on top of the "V"...V8 together with Watts Linkage rear suspension so it did handle.

    To keep up with technology of the time about 1983 the injection version came out which happened to have the Single Plenum end of story...

    Then the Vitesse came out which was the performance model @190bhp and a top speed of 137mph, it was at that time the fastest production hatchback...how long for i don`t know. But this was Twin Plenum...

    Not getting enough power had nothing to do with it!


    .................................................. ........

    I believe i read to page 71 so i will have to get back tomorrow and read the rest.........very interesting read.


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  11. #30
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    I don't want to derail Robs thread any more, but again, you have many facts wrong, Vitess was the first sd1 with injection, then later on they introduced the VP efi with the same engine, then at the very end of the production run, the twin plenum was introduced on the vitess for homologation reasons for racing.
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  12. #31
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    Now in an Audi...to allow more
    time for my 850s lol
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    Going to go back to the top of the thread to look at the nice shiny engine bits...all this talk of rovers is making me feel queasy......

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  14. #32
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    Quote Originally Posted by claymore View Post
    I don't want to derail Robs thread any more, but again, you have many facts wrong, Vitess was the first sd1 with injection, then later on they introduced the VP efi with the same engine, then at the very end of the production run, the twin plenum was introduced on the vitess for homologation reasons for racing.
    I don`t really like it when you knock members posts all the time just to make your self look above others!

    Apart from your spelling...if you go back to the "Wiki" page where you read your information from ,if you look a few paragraphs before that you will find that you are the one with factual errors.....everything i said was correct but of course you yourself are only talking European Rover , i am talking complete SD1 model!....hence the single plenum model.

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    American emissions regulations necessitated other differences including replacement of the carburettors with Lucas' L-Jetronic fuel injection system and the fitting of dual catalytic converters, a modified exhaust manifold and de-smogging equipment. The engine's compression ratio was modified to 8.13:1. Publicity material claimed it was capable of reaching 148 hp (SAE) at 5100 rpm[12] but the car as sold actually peaked at 133 hp (at 5000 rpm).[13][14] A desmogged carburetted engine had already been on sale in Australia since August 1978, with 102 kW (137 hp). Australia received a version of the fuel injected federalized engine with 106 kW (142 hp) beginning with the 1981 model year.[15]

    I am sorry about any queasiness....Lol... but facts are facts and have to be brought up!
    Last edited by 960kg; Saturday 25th July 2015 at 11:44.


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  15. #33
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    Can a moderator please remove the posts that are not keeping with the thread about my plenum chamber.

    Thankyou.
    Last edited by oblark; Saturday 25th July 2015 at 16:27.

    1996 850 T5 AWD - Self tuned M4.4 ECU with COP`s, B5254T ( S60R internals in a 850 block ) ostrich 2.0 , VXR injectors @ 3.8 bar, K24 turbo with a 6+6 compressor wheel, 3.25" MAF, top mounted Dump Valve, RN Exhaust manifold, 3" downpipe with 200 cell cat, 2.75" Stainless exhaust, Brembo calipers, S60R brake discs, stainless RIP kit, 3" Throttle body,

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  17. #34
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    Quote Originally Posted by claymore View Post
    Note where the intake is on this turbocharged V8 engine, surely they would get more power if the intake was in the middle.

    Shame ford didn't fit this in the P2 cars

  18. #35
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    Quote Originally Posted by oblark View Post
    The runners are 150mm long (not including the cylinder head) and are 46mm ID

    The volume of the plenum chamber is just over 4500cc.
    Hi,

    That plenum is great, a plenum needs to be as big as, or more than engine capacity to be efficient!

    As for the runners, I cant really help. Modifying engines is trial and error and I doff my cap to you guys that are prepared to do what you do!

    I have seen variable geometry turbo's and constantly variable inlet tracts making a big difference in engine builds for power gains through the range.

    Hopefully you have the right combination for what you want to achieve. either way, a nice bit of engineering, and will keep an eye on this with interest.

    Cheers

    Paul

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    I have something similar for my 940
    Attached Images Attached Images   

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  22. #37
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    Still more fettling needed,
    will it never end?
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    Looks very nice Carl, but will it ever get used?

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    Another one of inside plenum
    Attached Images Attached Images  

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    Quote Originally Posted by stribo View Post
    Looks very nice Carl, but will it ever get used?
    Yes but on hold at mo .personnel circumstances but I am working on the car bit by bit .its in my garage nice and dry and safe lol .im afraid it will have to be next year that things will look 100 percent better matey

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  27. #40
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    Did a test fit of the manifold today and after a little fetling it fits.



    also fitted the ICV bracket plus pipework and also worked out where the TB plate needs to be welded on.



    1996 850 T5 AWD - Self tuned M4.4 ECU with COP`s, B5254T ( S60R internals in a 850 block ) ostrich 2.0 , VXR injectors @ 3.8 bar, K24 turbo with a 6+6 compressor wheel, 3.25" MAF, top mounted Dump Valve, RN Exhaust manifold, 3" downpipe with 200 cell cat, 2.75" Stainless exhaust, Brembo calipers, S60R brake discs, stainless RIP kit, 3" Throttle body,

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