Conference terri::cars_uk

    Why on earth do you want to put your car into a 216 gallon cask (for
    ale) or a 252 gallon cask (for wine)?

Hahahhahahahaha


	Ok, its late kill the extra 'n'... Tuning..........

    Can I add,
    I am interested in tuning for a fuel injected engine. Specifically the
    VW mechanical continuous injection system in the Golf up until D reg.
    
    I know a little of the generic things:
    	- Fast and slow idle speeds
    	- CO % content of exhaust
    	- Timing of ignition
    
    What things sould be tested and set on such an engine??????
    	- Fuel line pressure?????
    	- Injector spray shape (should be conical)?????????
    
    Does anyone know the sort of things one should ask for, and anyone in
    the Reading/Berkshire area capable of performing them?  What sort of
    cost should I expect?
    
    Cheers,
    Rob.

RE:
< Note 1285.3 by SUBURB::SCREENER "Robert Screene, UK Finance EUC" >
                        -< Fuel Injected Engine Tuning >-

- Fast and slow idle speeds - normal idle set by throttle valve bypass
			      adjuster, usually a large plastic adjuster on
                              the plemun chamber, fast idle is provided by a
                              thermal valve which either works or doesn't
                              work(no adjustment).

- CO % content of exhaust   - requires CO2 analyser, set by adjusting metering 
			      unit volume sensor plate/metering valve 
			      relationship via hex keyed adjuster.

- Timing of ignition        - I thought that the Golf GTi had electronic
			      ignition - in which case the timing is fixed
			      as long as the crankshaft angular sensor is not
			      disturbed, and is non-adjustable.
    
What things sould be tested and set on such an engine??????
- Fuel line pressure?????   - the pump that provides this pressure, again,
			      either provides the correct pressure or provides
                              none. They are extremely reliable - if never run
			      dry (try not to run out of fuel)

- Injector spray shape (should be conical)?????????
			    - if the 'spray' shape is bad it is usually
			      detected by the inability to get a good CO2
			      reading and a reliable tickover at the same time.
			      It is usually checked by pointing the injector
			      into a jam jar, or similar, and cranking the
			      engine with the ignition off. The spray pattern
			      can then be visually observed.

Does anyone know the sort of things one should ask for, and anyone in
the Reading/Berkshire area capable of performing them?  What sort of
cost should I expect?
    
			    - Why not just take the car to a local VW dealer
			      and ask for the appropriate sevice where all this
			      sort of thing 'should' be done?
			      I would advise you not to touch the fuel or 
		              ignition systems on these (modenish) cars unless
			      you know *exactly* what you are doing.

- John.

How about sugestions for the ROVER (GM/Buick) 3.5 Lt V8.


Simon

>>>How about sugestions for the ROVER (GM/Buick) 3.5 Lt V8.

I am too polite to comment ;-)

Put your foot down, four wheel wheel spin, wheels and chassis leave body behind

Would the transmission take it though. It is bad enough driving at 75. The Landy
gets a bit 'light' and wobbley at 'high' speed.


Simon

My friends Range Rover (carb model) gives an impressive 12mpg if given any sort
of stick at all - that's what I find impressive ;-)

- John.

	He's got it tuned for economy, then?

Re: .-1
>>>	He's got it tuned for economy, then?

Strangely enough - yes he has. He has spent a small fortune on the thing
(I think it is a 1986/7 model) and I think the engine is in a better condition
than one 'straight from the factory'. It had a worn cam when he got it (cheap)
and he has put a new one in, reground all the valves, gas flowed the heads, got
the SU's set up on an engine analyser etc...etc...etc... Result:: 12mpg instead
of 11mpg !!!

What do you actually *do* to gas-flow a head?
Is it worth doing it on manifolds too?

On modern engines with up-to-date casting techniques, is it worth the effort
to gas-flow a head as the improvement will be marginal?

Scott

    Re .12
    
�On modern engines with up-to-date casting techniques, is it worth the effort
�to gas-flow a head as the improvement will be marginal?
    
    Improvement will always be marginal unless factory design is poor,
    which does happen.
    
    One of the areas which can be of benefit is matching the ports to
    the manifold (and also the gasket between them).
    It is quite common to find the manifold has a much larger 'bore'
    than the port into which gases are expected to flow.
    
    Further discussion on this may well argue the merits of matching these.
    If there is a step at the bottom of the port/manifold join, then this
    can be better than a smooth flow (on intake I believe).  Also, some
    (aftermarket) exhaust manifolds provide stubs from the port which then
    exit into larger 'pipes' within the manifold.  This can also have some
    effect on 'pulsing' of exhaust gas flow.
    
    There is a lot of work in this area, but I think that almost all
    factory-produced heads and manifolds are capable of improvement,
    even though the gains will often be small.
    
    Remember that the factory design ports and manifolds more often to
    facilitate easy manufacture than for optimum gas flow...