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Summary of change:
'''Jonas Olhssons BMW 1602''' http://www.vems.hu/files/MembersPage/MattiasSandgren/BmwJonasMtenTurbo/jonas_blackrace_20040703.jpg ---- '''Engine specification''' * BMW M10 ** 4 cyl, OHC, 2 valves/cyl ** 90.5 mm Mahle flat-top forged pistons ** 2.0 litre crank (with over-bore 2.05 litres) ** Stock rods ** No squish area left, bad for fuel economy, good for boost ** 7.5 : 1 compression ratio * Schrick cam shaft (328/316 intake/exhaust degrees duration) * Individual Throttle Bodies (50 mm) * Ford Motorsport 1600 cc/min fuel injectors, 5 Ohm impedance ** Run in saturated mode ** No power resistors ** 30 V TS diode on the flyback wire ** This is proven method for these injectors (Emil has done many) * Stock distributor with heavy duty coil and MSD 6A CDI box * Custom aluminum trigger wheel on the crank, two metal points for simple trigger using Honeywell GT1 Hall-sensor * Long tubular turbo exhaust manifold * Holset HX50 turbo, 63 in/72 out with 22 cm² exhaust housing. * Large front mount intercooler * Two piston controlled wastegates (will be replaced with diaphragm based single wastegate for better control) ---- '''Intake Design Issue''' The Large throttles and the placement of the fuel injectors results in very hard to handle low load. * No good load metering for Alpha-N nor Speed-Density * Uphill and downhill driving share the same load site * Fuel injection is done right before each throttle, at the floor of the runner. Fuel will puddle on the intake runner wall, before the throttle. Better design would be: * Fuel injectors placed at the head * Single throttle blade Compromise for the time being: * Tune for WOT (main purpose of the car) * Let lambda/EGO correction fix some of the low load problems http://i76.photobucket.com/albums/j35/herr02/telebilder009.jpg
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