What modifications would you do?

[Kevin Garrod]

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les M wrote:

Kev

The main cost is the ECU, I think you might be able to pick one up for approx £400 at the moment, that's new second hand are a lot less. All of the parts I fitted came from the scrap yard so total cost without the manifolds was quite low, except for my time that is( which is very expensive ).

Les.

Les, you're not factoring in the cost of a new engine when I balls it all up!

[Ian B]

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mad cyclist wrote:

3 tone air horns, (tour de france). GB sticker, two best mod on mine....15" wheels and tyres the most practical.

let's not forget the colour........dafftastic

[GDPR]

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flying farmer wrote:

StagnJag wrote:

les M wrote:

Kevin Garrod wrote:

Stagdad wrote:

StagManiac wrote:

I would love to fit EFI, as I have (but not yet fitted) for my Hillman Imp hillclimb car. But where can one get the bits for the hardware side of things? Does anyone supply them?

Tony Hart does inlet manifolds with injector holes and strombergs converted to use as throttle bodies.

Cheers Steve

Do we know anyone using this set-up?

Fancy some squirting offuel instead of sucking it in Kev?

As far as I am concerned the stag inlet manifold is the biggest restriction ( I suspect that they make good door stops) and the only way to go is with custom inlets.


Les.

Has anyone ever attempted to improve on the inlet manifold design - and retain the Strombergs? - just curious.

Rgds

Dave

It would be very difficult to improve on the existing design and retain the strombergs as there is not enough room to get everything under the bonnet:?What I can certainly say is opening up the middle of the manifold to make a plenum chamber does not work even with efi. I think the effect of shortening the inlet tracks knocks the bottom end torque so badly that no amount of extra airflow at high revs will overcome this downside. This is exactly what I have fitted to the Stag at the moment. It was the manifold that was fitted to the TR a few years ago and I thought the lack of torque was something to do with the fast road cams, but now it is on a standard cammed engine I know that it is the manifold that is the problem.

I have another manifold that works better but it needs skimming as it won't fit between the skimmed heads.Since I am starting again with a fresh engine and injection system this Winter Iam not going to worry about it now

Rover had a similar issue with the 2.5 Honda engine they pinched from the Legend to put in the first 825 and Sterling - it had so little torque after the SD1 V8 it replaced that customers slated the car, despite the V6 being as smooth as silk and very revvy.

The answer was a dual-tract manifold and a small capacity increase to 2.7. The dual-tract manifold has as it implies, a fairly narrow set of long tracts for torque, and a set of larger short tracts for top end power. The selection of tract was made by the fuel computer that controlled a set of butterflies in the manifold - I never heard of a system failure with it, and it was extremely effective, yet relatively compact - compact enough that if someone was to use one as a template and make one for the Stag, you could get the best of both worlds.

This manifold system, by the way, was developed entirely by the Rover guys in Britain, and later adopted by Honda for the Legend - we can do it if we try.......

[StagManiac]

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kryten wrote:

This manifold system, by the way, was developed entirely by the Rover guys in Britain, and later adopted by Honda for the Legend - we can do it if we try.......

Well, we could if Rover still existed and whenwe had a car industry.

Paul