 |
|
 |
|
|
|
Competition Fuel Tank
My new Road/Competition fuel tank was specially made, by a company called Forge Motorsport. When full it holds about 60 Litres. It has a drain/sample valve which can be used to reduce the fuel content to about 15 Litres for competition purposes. The tank is filled with foam to reduce the movement of fuel during cornering. A 2.5L sectioned off area of the tank, at the bottom centre, feeds the fuel pump, which should ensure no fuel surges/starvation. A 12mm pipe from the tank feeds a pump pre-filter, which then goes to the pump. An 8mm pipe runs forward through the passenger compartment to the injector rail in the engine bay. From the injector rail, an 8mm pipe goes to the inlet of a fuel pressure regulator, which is located near the top of the engine bay bulkhead. From the regulator, an 8mm pipe returns back to the fuel tank through the passenger compartment again. Back to TopFuel Injection System
The inlet manifold is a Ray West Racing 2.2L racing manifold, on which a pair of Jenvey Type TH 48mm diameter throttle bodies are fitted. We are using 330ccm Pico Injectors (called pico because they are only 47mm long). The air horns I will use will be 40mm long. I am going to replace the ITG Air Filter with a Kevlar air box, which has a 114mm inlet. This air box is made by Trevor Lewis, of RallyTech Composite Engineering. The air box will be piped to a K&N cone shaped filter located just behind the twin headlamps. The air filter will be boxed in, so keeping out hot air from the engine and radiator. Cool air is admitted from the area of the original air hole next to the radiator. The air hole has been increased significantly in size. Back to TopEngine Management and Ignition System
I am using 32bit M3D Engine Management System, supplied by Emerald Cams. The EMS needs to know a number of things about the engines condition in order for the fuelling to be metered correctly. During normal running these boil down to the engine speed and the throttle position. The Emerald EMS uses a distributorless, or crank triggered, ignition system. The EMS is aware of the TDC position from the crank sensor and by counting teeth can tell exactly where the engine position is at any time. It uses this information together with the information from the throttle position sensor to lookup the appropriate ignition timing settings from the ignition map. It is then able to determine exactly when to fire the coils. Each coil is fired once per engine revolution at exactly opposite positions in the engines rotation because when cylinder 1 & 4 are at TDC, cylinders 2 & 3 are at BDC and vice versa. The spark travels to both of the paired cylinders. In the normal course of events with the engine operating at the correct temperature in defined conditions the EMS will use load and engine speed to derive the correct fuelling and ignition timing from the maps, however there are circumstances under which the EMS may need to vary the fuelling and ignition timing. These boil down to three circumstances, engine / coolant temperature, air temperature and start-up. Back to Top |
For problems or questions regarding this web contact [Project Email].
|