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links to other FAQ pages
[ V8 Engine Fitting Information ] [ Rover 3.5, 3.9, 4.2 to 4.6 Conversion ] [ LPG Conversion details ] [ Fuel Injection Section ]
[ Weber 500 & SU Carbs ] [ Mallory Ignition Systems ] [ General Engine Problems ] [ General Information ]
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| Free
flow filter FAQs |
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 Should I be fitting a free flow filter to my Morgan? |
 Hi all,
It's good for Morgan to advise not to fit a free flow filter, as
the mid-range, high-load fuel map area is likely to be already very
weak, and this would only enhance the issue, so it's simple to assume
being able to either control fuelling through either injection system
chipping or more precise pressure delivery control, are paramount
to any such upgrade then at least the combined upgrades will produce
all that should be expected from each other.
Considering exhaust systems though, the std. non-free-flow (cat)
ones inhibit the engine's ability to breath to such an extent that
proportionally, masses of mid-range engine torque (to say the least)
is lost, and this issue is apparent across the board; fours, sixes,
eights, assuming all fuel injected.
Happy to add more to this if you have issues to raise.
Getting much more from most modern Morgans is not difficult when
you begin to understand the underlying issues.
Kindest regards
Chris
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| Would not a freer flow reflect in the AFM and produce a matching higher fuel flow? |
Good point
However, because of lack of load, the engine monitoring would not
produce the required level of fuel delivery to match the increase
in air-flow feedback, albeit already far too weak as already suggested.
I n all cases, mapped control of fuel is essential, either electronically
by controlling pulse lengths, or mechanically by delivering corrective
pressure, and, dare I say, with many permutations of both, plus
high reliance on the basic correctiveness and further ability of
both.
Chris Crane
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| Why can't I just adjust the AFM to adjust this? |
No
problem with your air mass meter thoughts, but you are forgetting
this is adjusted at idle settings only, and has little indication
of the effect you will get (real time), especially when driving
under load and through the low- to mid-rpm acceleration areas, or
when encountering inclines.
This is the area mostly affected & compromised by a free flow filter
or other such efficiency upgrades, even improving spark timing,
spark output etc. will cause similar weak burn, resultant from all
forms of increased efficiency.
If this scenario was with Carbs, you would automatically change
the needles and seats, not only to increase size, but to select
from many hundreds of variations (most needles have many steps and
varying jet sizes that can be paired), and only a few permutations
will ever give the flexibility a truly set up engine requires (nightmare
scenario)!!!
With EFi you can map into pigeon holes of (say) 10 by 8 grid (load/rpm)
Lambda (14.7-1) is sitting comfortably in the 2000rpm range and,
say, 20% load reference, all other scenarios (rpm/load) are calculations
from the assumed (lambda).
Likened to carbs, where 'reaction effect' is reactioned by engine
vacuum, EFi has the added benefits of many other sensors, engine
timing, fuel temp, coolant temp, Lambda feedback, etc, providing
further fine-tuning ability.
Therefore, the compensation in the ECU will still be insufficient,
indeed, more so.
Kindest regards
Chris Crane
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links to other FAQ pages
[ V8 Engine Fitting Information ] [ Rover 3.5, 3.9, 4.2 to 4.6 Conversion ] [ LPG Conversion details ] [ Fuel Injection Section ]
[ Weber 500 & SU Carbs ] [ Mallory Ignition Systems ] [ General Engine Problems ] [ General Information ] |
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