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Nov 17, 2014 13:02:58 GMT
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I think you could fit a mechanical injection system (Bosch K-Jet for example) without too much hassle - you might have to fab a manifold to hold the injectors - and then with the EDIS and Megajolt you'll have more than enough to tinker with and you will have "modernized" your engine without too much in the way of extensive modifications...
Will this bring the benefits in MPG? Probably not, since it sounds (from what other people have said) that the core problem is the engine itself. However, it will give you a project that you can work through progressively and tinker with to your heart's content and should bring some improvement in MPG - especially combined with the previously mentioned porting/breathing mods.
Is it more important to hit the target MPG improvement or have a project to work on??
Also, you have mentioned a target MPG of 35+, but what MPG are you currently getting?!?!?
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Last Edit: Nov 17, 2014 13:04:56 GMT by monkeep
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Nov 17, 2014 15:16:06 GMT
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I think you could fit a mechanical injection system (Bosch K-Jet for example) without too much hassle - you might have to fab a manifold to hold the injectors - and then with the EDIS and Megajolt you'll have more than enough to tinker with and you will have "modernized" your engine without too much in the way of extensive modifications... Will this bring the benefits in MPG? Probably not, since it sounds (from what other people have said) that the core problem is the engine itself. I see where you are coming from Monkeep, better to have fuel injection than not even if it's K-Jet. But, my take on it is this. I wouldn't bother fitting K or KE-Jet, can't wait to go EFi on my own car, simply because K-Jet is old hat now and setting it up correctly, well specifically KE-Jet is only for someone that really knows the system (guess, what I don't ) even after having three cars with it. On top of which, EFi will give me an easy 10% more power & 10% better MPG without any other modifications including better throttle response, plus will work better with higher lift cams from what I understand. It will be far less hassle too including not paying £600 for reconditioned metering head and looking for someone to diagnose and repair it when needed. That's my 2p's worth but stand to be corrected.
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Still learning...still spending...still breaking things!
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Nov 18, 2014 13:41:28 GMT
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I was thinking of the additional sensors needed for EFI, of course, you are right that you would have to tune the system for the particular engine, and it would probably be impossible to tune k-jet in comparison to a carb...
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djefk
Part of things
Posts: 844
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Nov 18, 2014 23:39:31 GMT
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Ok so keeping things in order as mentioned previously to allow for the learning curve, I think I have my way forward! adam73bgt DV's book on the A series did some testing and found a single carb was more economical up to 3500-ish RPM but then the twin carbs have the edge after that, which is interesting. Any other cheapest mods recommended for the engine to help economy?
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Last Edit: Nov 18, 2014 23:51:47 GMT by djefk
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adam73bgt
Club Retro Rides Member
Posts: 4,868
Club RR Member Number: 58
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Ok so keeping things in order as mentioned previously to allow for the learning curve, I think I have my way forward! adam73bgt DV's book on the A series did some testing and found a single carb was more economical up to 3500-ish RPM but then the twin carbs have the edge after that, which is interesting. Any other cheapest mods recommended for the engine to help economy? Hmm that is interesting, to be honest in everyday driving, I rarely get the B much over 3500rpm as its a torque engine really so maybe a single carb would work for your fuel economy targets? It may be worth investing in a copy of the Peter Burgess book on how to power tune the B series engine, its a good read and covers most aspects of tuning a naturally aspirated B series
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I think realistically the amount of time and money spent trying to save money and fuel here will end up being relatively redundant. I'm all for a fun project and learning though, but I can't see a great deal of economy being extracted from that engine.
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sowen
Club Retro Rides Member
Posts: 2,245
Club RR Member Number: 24
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The thing with the retrofitting an aftermarket ignition and efi system, is that for someone who has no experience of that sort of thing, they could build it into the car in such a way that it can be swapped back to carbs/dizzy and be running again potentially with ease. A more modern powerplant that was originally running off a management system, either you've got to get that complete ready to run, which not all of them are that easy to pick out of the donor vehicle, or spend I don't know how long getting it into a running and driveable state. What the OP could do is get the B-series running mappable efi eventually, then lift that system which they'd know the ins and outs of by then onto a more modern powerplant and get that running quickly.
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Nov 19, 2014 10:27:43 GMT
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Said it before but the cheapest way is to fit lpg, a mix of new and used parts could see it up and running for less than £300, budget another 100 to get it signed off if you want.
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adam73bgt
Club Retro Rides Member
Posts: 4,868
Club RR Member Number: 58
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Nov 19, 2014 10:37:42 GMT
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There was a diesel version of the 1.5 litre B series (think it was a tractor engine), though with only 40bhp on tap I think you'd struggle to get economy with the amount of thrashing it would need to move a Princess Road tax would be cheaper though haha Edit: seems there was also a diesel of the 1.8 used in the Sherpa
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Last Edit: Nov 19, 2014 10:38:59 GMT by adam73bgt
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Nov 19, 2014 10:49:16 GMT
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I've only skim read the thread, but what about picking up a BMW 325TDS?
Wasn't the princess already a 6 cylinder and RWD? Or am I miles off?
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adam73bgt
Club Retro Rides Member
Posts: 4,868
Club RR Member Number: 58
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Nov 19, 2014 11:00:32 GMT
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I've only skim read the thread, but what about picking up a BMW 325TDS? Wasn't the princess already a 6 cylinder and RWD? Or am I miles off? There was a straight 6 Princess, but all Princesses were FWD, though a RWD conversion would be cool
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There was a diesel version of the 1.5 litre B series (think it was a tractor engine), though with only 40bhp on tap I think you'd struggle to get economy with the amount of thrashing it would need to move a Princess Road tax would be cheaper though haha Edit: seems there was also a diesel of the 1.8 used in the Sherpa Many years ago, I had a 1973 MGBGTV8 and was into old Bs at the time. I was heading home from something down South and stopped for fuel at Lancaster Forton northbound on the M6 (and a good few other places!). There was a BGT at another pump and I noticed he was filling it with diesel - might even have been separate pumps in those days. I rushed over to warn him and he proudly showed me his B series diesel conversion! I tried hard to say something positive, but failed. Particularly when he told me it could do nearly 30 to the gallon. To be fair, I think diesel was a good bit cheaper than petrol then.
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Have seen a Sherpa diesel in a Marina, i think they may even have been an option for other markets, I wouldn't expect any performance though..
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djefk
Part of things
Posts: 844
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sowen I think you get where I'm at in terms of skills and priorities - I don't have experience of modern engine conversions and frankly don't really want to get into it. I get why most people might think it'd be easier to put another engine in but that assumes a level of engineering prowess I don't have. I'd rather have a tinker with a specific area of the existing engine, try to keep costs down and get it to work better than standard. Perhaps this attitude might change if I saw a conversion done to another princess that was genuinely simple to execute, however nobody has ever successfully accomplished this as far as my tinternet research goes (someone did try a Montego turbo lump but gave up as it was NOT an easy swap) I like the idea of fitting EDIS / mega-jolt to a freshened up / budget tweaked B series as it's a cheap-ish mod and can be prepared to fit in one go so the car isn't out of action for a long time. Similarly a spare set of MGB carbs and manifold can be adapted for EFI in my own time whilst enjoying the car until I'm ready to take the plunge. I guess what I'm saying is this is going to be a long term project with phases as my confidence builds. dodgerover sorry I haven't acknowledge your suggestion until now. I like the idea of LPG once the engine has been tweaked with higher compression etc. because once again it's something I can plan / buy / get familiar with off the car until I'm ready to fit, so it shouldn't mean an extended period of time with the car off the road. Is there a blog / forum thread somewhere where someone has converted a car from carbs to EFI and then fitted LPG? It would be an interesting read if so. In any case - Thanks for the suggestions guys, I think I have my way forward. I'm going to think about this in more detail, split the project into phases and cost each one up. Any help / thoughts on this appreciated!
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Nov 23, 2014 10:21:32 GMT
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There is a straight LPG setup done on a turbo Vauxhall controlled by a Megasquirt that I can think of from the top of my head on the LPG discussion forum.
The main issue would be adding the sensors for a multipoint LPG conversion - but you would be doing that anyway to run a modern EFI system
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mylittletony
Posted a lot
Posts: 2,347
Club RR Member Number: 84
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Nov 23, 2014 13:12:35 GMT
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...I'd rather have a tinker... Knew it, that's the Dave i know and love
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Nov 23, 2014 15:46:38 GMT
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I would do it for your enjoyment but do some sums too, to make sure your motivation and the potential are aligned. I.e. work out how long it will take to offset cost of project. x,000 miles with a x% improvement in economy at £x per gallon of fuel. vs. Cost of mods. Not saying Don't do it, just be sure you know itis worth your while.....
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