S-TYP34 hat geschrieben:Hab da mal eine Vermutung:
Das geht aber nicht nicht mit rechten Dingen zu,
denn ein originaler SPIT.MK3 Motor,auch wenn er sehr gut
gemacht ist,schaft es nicht sich mit aufgemachten MG-B-
1800ccm Motoren sich so anzulegen!!
Quatsch!
MGB -1800 is ein sau schwacher sch...sse dreck.
Alles ist so einfach zu erzahlen....
Ich habe (fast) alles getestet mehr als 400 stunden arbeit.....!
Alles kommt von gute entwicklung!
Have you ever seen a 1300 Spitfire head making 100cfm air flow??
This is as much as a modern K series 16V head.
(Did you see the zyl head I made for Australia, where everything was kept the same on the engine, same camshaft, same exhaust, same compression ratio.
They fitted my head instead of one from another "specialist" using larger valves than mine?
Mine made 28Bhp MORE on the dyno AT THE WHEELS?! That's 35bhp MORE from a better head at the engine!)
When you see the rubbish "developed" by Burgess, (who sold to Racetorations for a long time)
.- the guy from Coventry who sells to all the "specialists",
,- and then the figures from APT (which are artificially high at the valve lift figures over 0.300"), you can understand how it is IMPOSSIBLE to get more than 30bhp per cylinder from any of these engines.
I get 40bhp per cylinder from these triumph engines because I get 36% more flow out of them than anyone has ever managed to get before.
I can assure you a 1300 Spitfire making 160bhp, which is more than most people's TR6 modified engines (using one of my exhausts) will leave one of those horrible Abingdon cars for DEAD and LAP IT within 5 minutes of race driving!
Have you seen the specific peak torque I manage to get from the 1300?
It's 170nm!