Hello Kenneth,
There were some askers for the Bosch FI- System and this is what I know about
it:
I have a prospectus of a company named "Motorentechnik für klassische Fahrzeuge
Entwicklungs- und Vertriebs GmbH". This company makes or has made the FI-Kits
with Bosch parts.
I try to translate some of the companys information about it:
"The converting kit TR-EPI is for converting vehicles of the types TRIUMPH TR
5,
TR 250, TR 6 to modern motormanagement. It replaces Lucas PI and Strombergs by
electronic FI Bosch-Motronic. The included ignition-system replaces the
existing points ignition.
The intention of the converting set TR-EPI is to make sure that those vehicles
can be well operated under nowadays circumstances. It increases reliability,
reduces fuelconsumption and emissions. At the same time carb vehicles and CR
vehicles will be put to CP power level.....
..DIY fitting is possible, but it needs someone who realy knows what he is
doing and a well equipped workshop....
Additional modifications are needed for ex carb engines:
PI compression ratio
PI camshaft
PI exhaust-system
There are some photos on the information-folder and the parts look really good
and complete with wiring harness, electronic boxes, airfilter, fitting parts,
suction pipes, injection jets etc.
I found out my information material is some 3 years old.
The prices were:
Kit TR-EPI DM 5250,-
additional kit for ex carb engines DM 183,-
additional kit cathalytic converter DM 2790,-
additional power-kit DM 3800,-
I called my partsdealer and asked about the kits. He said that he
has only one more in stock which is already sold. He said no more kits are made
at the present because there was not much demand for it. However it is possible
that an other dealer might have one left.
If you are interested in more information, I can try to contact the
manufacturing firm and find out if they are considering to make some more of
the
kits.
On my TR 6 there was not much progress since. I now have found 3 tuning manuals
1. TUNING MANUAL FOR STANDARD TRIUMPH CARS PRODUCED BETWEEN 1959 & 1980
by G. Thomas
2. MOSS PERFORMANCE MANUAL
3. Kastners COMPETITION PREPARATION MANUAL
I´m little confused about the tuning manuals because there are some
contradictions. For example Kastner says S-2 camshft at higher CR workes very
well and G.Thomas says:
"Most of the time , tuning firms concentrate on the same old fahioned methods
of
trying to raise power output. Hotter camshafts, flowed heads, higher
compression
ratio, and an exhaust with lower back pressure. What they don´t realize is this
is all really barking up the wrong tree. TR engines just don´t respond well to
to this sort of treatment........
...Both the Americans and the British concentrated on increasing valve lift.
They found it worked, but gave a considerable loss in low RPM torque. Kastner
refers to profiles S1, S2, or S4. Maximum lift was as high as 0.465 on paper.
The top end brightens considerably from 4000 - 6000 RPM especially with high
compression ratio, but of course fuelconsumption isn´t too clever!
After considerable experimantation I found out that none of this is necessary.
The TR engine , being long stroke with high gas velocities, responds really
well
to a proper redesign of the exhaust tract. If one makes the exhaust resonate
properly making appropriate corrections to the fuel injection system, BHP just
appears out of thin air"
Moss statement is similar. They say power will increase approximately 30-35 BHP
by useing:
extractor manifold
GT exhaust system
HS 6 carburetter pair with needles BAE
K+N Filters
It seems to be a good idea to improve the carbs/exhaust systems first. If the
result is not satisfiying CR ratio and camshaft can be changed. Are there any
experiences about a "properly resonating exhaust tract"?
Kenneth, did you do all your road mods at one time or have you tried out how
the "moss motors" sports exhaust worked alone. What fuelconsumption did you get
after all ?
Best regards
Gerhard Wiederholl, Schwäbisch Hall, Germany
CC 31998 LO
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