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Agree with you 100% apart from the driving experience part. The car as a negative investment..... I like to get maximum value from mine. The 5 working cars in our household have about 780,000 miles and 116 years between them. This is slightly skewed by having one very old one ('67 Triumph)...

TDIMeister, ok, I see the light - 360º not 180º (what was I thinking of?). But isn't this the same scenario as a 4-2-1 on a 4 cyl? It's pretty well accepted they work isn't it? Your comment about the 120º at the secondaries is very interesting though as it makes my large volume...

Marcus, To answer your last question first, the plenum does not have bellmouths inside, but there is a decent radius where they meet. The runners meet the plenum at angle (packaging issue), this makes bellmouths tricky. I do have a set of PI throttle bodies and plenum which could be modified...

TDIMeister, you had me worried for a moment..... However, having thought about it I think you'll find that an inline 6 does have 180º firing pairs. Mine has firing order 1-5-3-6-2-4 and the linked primaries are 1 & 6, 2 & 5, 3 & 4, which matches the piston pairs that come to TDC together. It...

Thanks for the comments: ivymike, Valve clearances and cam timing are as stock and correct. Cam is the original stock one and lift still measures ok. Pat, It's not exactly a problem..... you are quite correct, I have increased airflow and changed pulse tuning lengths (and diameters). I was...

My long-term project car is a '67 Triumph Vitesse. This has a 1998 cc straight six ohv with 2 valves per cylinder. The bottom end is still as built by Triumph in the 60s including the camshaft which is a 25/65 with 270º duration and 0.329" (8.36mm) lift at the valves. In spite of a long and...

Brian is correct. Any conventional ignition system capable of jumping a 1 - 1.2mm gap should be fine. That should include any modern electronic setup. Mine ran with the old Ford EDIS wasted spark system with timing by a Megasquirt ECU. 6thgencivic, I got these from Triumph/Jag tuning...

Thanks to all for some very interesting comments and pointers. On the HHO question you are tending to back up my initial thoughts; no worthwhile gain on a conventional piston engine especially so if the thing is decently designed and properly tuned. I do still wonder if there could be some...

Gentlemen, This thread post is prompted by the 'melting pistons and lean fuel mixture' thread as it has mentions of plasma plugs and hydrogen which are things I have been thinking of lately. As a long lurker and, more recently, occasional poster; My impression of this forum, especially the...

Very interesting idea. What were you hoping to achieve? Power, economy, emissions? I'm not familiar with this engine design and don't know what shape the chamber is, so apologies if I make no sense, but this is my take on it: Your lambda reading is pretty easy to explain - it's reading...

Not an answer I'm afraid but I have had a similar problem in the past. Again, a small progressive cavity pump (20l/h) handling silicone rubber base (approx 40,000cPs) which is chemically pretty inert. Again, vacuum degassed liquid in, liquid with gas bubbles out. Discharge pressures were up...

I have been working with the application of progressive cavity pumps for 10 years and would consider them the best choice for this application. Low shear, low NPSHr, low pulsation, insensitive to viscosity, easily able to handle the flows/pressures discussed and reasonably tolerant of entrained...

thruthefence - glad it worked out for you. As someone who has an entirely homebuilt EFI/Mapped ignition engine management system, based on Megasquirt and junkyard hardware, built into a 60's Triumph, I think those who rubbish aftermarket ECUs in general and Megasquirt in particular are missing...