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Chocolate Bar™
Re: Finally, a little update!
when we come to collect it, as long as dave is happy with the quality of the work i dont think there will be any complaints from us. especially as hes got used to me chauffeur driving his sweet ass around
when we come to collect it, as long as dave is happy with the quality of the work i dont think there will be any complaints from us. especially as hes got used to me chauffeur driving his sweet ass around
M
mini-valver
Re: Finally, a little update!
Velocity inlet set-up so peak power wil be around 6800-7 from what I can gather. It's been made to be torque orientated so I have no idea what the spread will be like...Ben?
Velocity inlet set-up so peak power wil be around 6800-7 from what I can gather. It's been made to be torque orientated so I have no idea what the spread will be like...Ben?
Re: Finally, a little update!
Rpm range is limited on the stock bottom end, so the entire engine is geared towards torque production. Cam is not that wild, valvetrain is stock, but we have incorporated ultra high velocity porting to shift the curve left and offset the short inlet. Simply aiming for peak power to be 6.8k with as much area under the curve as possible.
Rpm range is limited on the stock bottom end, so the entire engine is geared towards torque production. Cam is not that wild, valvetrain is stock, but we have incorporated ultra high velocity porting to shift the curve left and offset the short inlet. Simply aiming for peak power to be 6.8k with as much area under the curve as possible.
Re: Finally, a little update!
f**k me
Welcome back Ben!
f**k me
Welcome back Ben!
Re: Finally, a little update!
Ah well, its sincerely good to see you post again!
All the best with the recovery as well.
Ah well, its sincerely good to see you post again!
All the best with the recovery as well.
Re: Finally, a little update!
Could the same theory be used on the F4R?
That is, short inlet with headwork to get the same peak power point as long inlet with no headwork.
Could the same theory be used on the F4R?
That is, short inlet with headwork to get the same peak power point as long inlet with no headwork.
M
mini-valver
Re: Finally, a little update!
Like Ben's said, the bottom end wont take a hard revving so I'll probably get a spare one and get some good qualiy internals in there with time.....
Hopefully make enough to be 'Useful' though
Like Ben's said, the bottom end wont take a hard revving so I'll probably get a spare one and get some good qualiy internals in there with time.....
Hopefully make enough to be 'Useful' though
Re: Finally, a little update!
Most certainly can.
I have entered into a whole new development program for the F4R. Its a good port as stock, as in it works well, but in terms of how close it is to an ideal port for the base geometry, its miles off.
The bad news is that the required work is massive.
However, its more of a stop gap or bandage to a problem as the longer inlet will still work better with the high velocity port on a low rpm engine.
Most certainly can.
I have entered into a whole new development program for the F4R. Its a good port as stock, as in it works well, but in terms of how close it is to an ideal port for the base geometry, its miles off.
The bad news is that the required work is massive.
However, its more of a stop gap or bandage to a problem as the longer inlet will still work better with the high velocity port on a low rpm engine.
Clio 172 mk2
Re: Finally, a little update!
That work looks amazing...hope it delivers what you after when it's finished
The world would be a boring place if we all drove Clios with white wheels
That work looks amazing...hope it delivers what you after when it's finished
Re: Finally, a little update!
It's great to see someone having a go at a different engine. This seems a very interesting project. Just because Omex is quite closely linked with GDI doesn't mean that I don't appreciate other peoples work. As we regularly develop inlet systems for individuals and manufacturers I know just how much work is involved. Well done for doing something different and best of luck with it, I look forward to seeing the results.
Too many WIP threads on here, I'm jealous....
A few of you know my car has been at Angelworks for a while now but it's nearing completion so I thought I'd share sopme sneaky shots of the plenum set-up that's going on. This is a complete one-off and has been designed and made by Ben and his contacts.
K4M....
Inlet and injector set-up
Another veiw
Now, this is how it would have look had we had enough room ro use the Formula Renault plenum but the thermo housing is in the way so Ben's making an alloy one to get around it.
Spec when finished-
Custon inlet/plenum set-up
AWT headwork
Cat Cams
A/C removed
Prospeed cat-back with Superspring de-cat
Depending on how that runs I'll go aftermarket management with a bottom end build to run higher the RPM i need to make more power.
I could have gone 172 conversion but where's the fun in that?
I'll keep this updated as and when the car is back and I can fit the mountains of stuff I've got in my room!
It's great to see someone having a go at a different engine. This seems a very interesting project. Just because Omex is quite closely linked with GDI doesn't mean that I don't appreciate other peoples work. As we regularly develop inlet systems for individuals and manufacturers I know just how much work is involved. Well done for doing something different and best of luck with it, I look forward to seeing the results.
Re: Finally, a little update!
Loving the engine work so far.
Loving the engine work so far.
Re: Finally, a little update!
The design is nothing bar a modification of the original F4R design, however the F4R implementation has not been pushed since we have been doing our ITB's.
The main issue on the F4R is the unknowns. As always, space is a real scare commodity, and although there is enough room to get an acceptable inlet tract length on 3 our of 4 cylinders, cylinder 1 causes a major problem. The aux setup and alt position, especially the alt support brace from the front of the block, means that to generate enough headroom for the plenum we have to shorten the tract substantially. We have no idea how this will affect the torque curve and area under the graph.
Changing the aux setup or alt position is also defeating the point of a bolt on manifold so we have not entertained that idea.
The timescales and investment into producing such a setup is also high, with many hours spend on CAD. Not only do we have to design the manifold, but we have to design the tooling to make the fixtures for machining, and for manufacturing the runners. With oval ports it is surprisingly hard to make small batch, high quality and dimentionally consistent parts from existing shelf stock material.
So in essence, the large time scales are down to not only design of the manifold, but the design of the manufacturing procedure which is more complex than the manifold itself.
The design is nothing bar a modification of the original F4R design, however the F4R implementation has not been pushed since we have been doing our ITB's.
The main issue on the F4R is the unknowns. As always, space is a real scare commodity, and although there is enough room to get an acceptable inlet tract length on 3 our of 4 cylinders, cylinder 1 causes a major problem. The aux setup and alt position, especially the alt support brace from the front of the block, means that to generate enough headroom for the plenum we have to shorten the tract substantially. We have no idea how this will affect the torque curve and area under the graph.
Changing the aux setup or alt position is also defeating the point of a bolt on manifold so we have not entertained that idea.
The timescales and investment into producing such a setup is also high, with many hours spend on CAD. Not only do we have to design the manifold, but we have to design the tooling to make the fixtures for machining, and for manufacturing the runners. With oval ports it is surprisingly hard to make small batch, high quality and dimentionally consistent parts from existing shelf stock material.
So in essence, the large time scales are down to not only design of the manifold, but the design of the manufacturing procedure which is more complex than the manifold itself.
M
mini-valver
Re: Finally, a little update!
Thanks for the comments so far folks. It's good that everyone understands the reasons behind it, lol.
Management is bothering me though....Do I take the plunge??
Thanks for the comments so far folks. It's good that everyone understands the reasons behind it, lol.
Management is bothering me though....Do I take the plunge??
M
mini-valver
Another update...
The alternator brackets have all been machined from scracth as I'm ditching the aircon so heres some shots of it (Yeah, the block needs a clean and paint up)-
We were all set for a pre-Christmas completion but I've decided to go for aftermarket management as I've been offered a price I don't think I can refuse. That's all for now!
The alternator brackets have all been machined from scracth as I'm ditching the aircon so heres some shots of it (Yeah, the block needs a clean and paint up)-
We were all set for a pre-Christmas completion but I've decided to go for aftermarket management as I've been offered a price I don't think I can refuse. That's all for now!
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M
mini-valver
VEMS. Mainly due to price and wideband control.....
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fair do's mate, price difference between Omex and Vems is certainly noticable, just make sure you dont stuff it into a 3rd party or someone's getting the big dry one
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M
mini-valver
It will all be fully insured and road legal. If the ECU was illegal on the road I doubt they'd sell it.
If it'll pass an MOT then there wont be any problems.
If it'll pass an MOT then there wont be any problems.
!
The quality of the machining and look of the brackets is spot on.
Attention to detail on all the parts I have seen so far is amazing!
Its a stark contrast between companies that can produce bespoke machined engine parts and companies who just bolt bits on. It certainly seperates the engine tuners from the garage mechanics.
I dont think Ben has released any pictures of his ITBs for the F4R yet but from what I have seen they are of a similar machined from billet quality piece of work.
The proof is in the power though so if gains can be achieved then I dont see any reason why people would want to bolt a set of Jenveys on to there clios ever again.
Now Ben has taken the steps towards making his business work I am sure there will be alot more exciting trick engine bits to look foward to.
dont know why but that really made me laugh, maybe I'm just being obtuse
M
mini-valver
!
The quality of the machining and look of the brackets is spot on.
Attention to detail on all the parts I have seen so far is amazing!
Its a stark contrast between companies that can produce bespoke machined engine parts and companies who just bolt bits on. It certainly seperates the engine tuners from the garage mechanics.
I dont think Ben has released any pictures of his ITBs for the F4R yet but from what I have seen they are of a similar machined from billet quality piece of work.
The proof is in the power though so if gains can be achieved then I dont see any reason why people would want to bolt a set of Jenveys on to there clios ever again.
Now Ben has taken the steps towards making his business work I am sure there will be alot more exciting trick engine bits to look foward to.
Absolutely! The quality of work is amazing and the fact it's all designed and machined to custom specifiacations makes it even more impressive. I've ssen the DTH bodies he has and they make Jenvey look s**t to be frank! Hopefully see them bolted to your car soon
For all the doubters though, this proves without doubt what Angelworks can do. Bolting something to a car takes a matter of hours, physically making and researching the part is a whole different ball game....
Lol, I'll be at meets all over the NW when its back fella so you're more than welcome to come and have a drive!
The VEMS is on it's way now, I've sourced a ph1 172 throttle body (Cheers Danlp6) and cable pedal (Djw John)! 172 injectors are going it too..... Let the good times roll
Christopher
ClioSport Club Member
Z4M
looking good cuddles
Absolutely! The quality of work is amazing and the fact it's all designed and machined to custom specifiacations makes it even more impressive. I've ssen the DTH bodies he has and they make Jenvey look s**t to be frank! Hopefully see them bolted to your car soon
For all the doubters though, this proves without doubt what Angelworks can do. Bolting something to a car takes a matter of hours, physically making and researching the part is a whole different ball game....
here here, good call Dave. So sho designed and built these wonderful DTH bodies for the record?
