Spent the last two days with Dave Walker at Emerald. Had the Jenvey TB’s put on and the Emerald ECU fitted and the whole lot remapped.
I had spent the previous day or so putting a sump baffle on the car, a remote thermostat, a full Elise parts exhaust including the manifold, along with bushes and brakes etc etc.
The car ran faultlessly on the rolling road and made 206BHP at 8069 & 147.5lbft at 6614RPM. Other than what I have mentioned above the car is a standard 190 spec VHPD.
The power curve was actually still going up, but the rev limiter called an end to the proceedings.
The fueling was marginal at the top end so the pressure was raised from 3 to 4 bar.
The car is now totally different to drive, its awesome, a lot nicer as a road car with excellent low down responce and a bigger punch in the mid range. It revs for england now as well. There serioualy does not seem to be ANY downside!!!
A big thanks to Dave Walker for a very enjoyable couple of days. I had a great time and learned loads. Anyone thinking about doing this conversion, I can’t recomend Emerald enough. Dave and Chris really know there stuff and are very approachable and easy to talk to.
Dave has ordered some longer ram pipes for me and I am going back in a few weeks in the hope to bring the torque down the rev range a bit.
I will scan and publish my rolling road graph, as soon as I have rigged up my scanner.
Dave Walker was scratching his head as well wondering why it made so much power. The only thing he said he hadn’t dyno’d before was the new Elise Parts full exhaust, so maybe that has something to do with it. Plus I’m not running an air box, just the ram pipes with socks on them.
My final plan once it has been back for the longer ram pipes, is to box in the whole of the boot compartment with a sheet of 1mm ally and feed it from both side vents, creating a large cold air box.
The fueling was marginal at the top end so the pressure was raised from 3 to 4 bar.
How was this accomplished?
He explains on his website (Emerald’s) how to doo it.
Basically it’s squeezing the body of the regulator so that the spring is under some more preload. This raises the pressure in the line.
I went for a new adjustable regulator with the Jenvey fuel rail anyway, so adjusting the pressure wasn’t an issue.
The hot air from the bay issue would surely have been at its worst with the car doing zero MPH in a dyno room with only a little fan blowing it. At 100mph there is gonna be loads of flow.
I have to say though my final plans with the longer ram pipes include some 1mm ally to box in the boot compartment. The ram pipes will pass through into this new cold air box and I will feed it from both side vents. Well thats the plan anyway. The 1mm ally arrived today and I have made a pattern in cardboard.
You sure it’s wise to feed the airbox from both vents? I’d have thought a bit of air for cooling would be a good idea.
I wouldn’t want to lose the ducting to the alternator, knowing their reputation for fragility.
Or maybe you have other plans afoot?
Very nice result would very much like to see the figures for the torque curve.
What length trumpets are you using now and what are you planning to switch to?
How did you baffle the sump. Did you use use a Foam baffle like Minister/Caterham and the QED windage plate or the Elise parts plate?
As soon as I have my scanner sorted I will post up the graph. I am currently using 40mm ram pipes and am going to try 150’s and maybe stagger the lengths. I will let you all know how I get on.
No, didn’t need verniers. Mine had the revised Lotus pulleys fitted as part of the 190 conversion. Dave cehecked and double checked the cam timing and it was spot on what he wanted it to be. But I have to say I didn’t ask him what it was actually timed up at.