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Luc

Solex
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Everything posted by Luc

  1. Thank you! Ik looked at the website. One of those wonderful Italian companies with a lot of specialty craftmanship. Toys for boys! I could not find the blow-off valve, the elbow looks like OEM.
  2. Is the E30 regulator also capable to keep the 3 fuel pressure at 3 bar under boost?
  3. Dlacey you are refeering to an Italian specialist for the induction elbow and blow off valve. Can you share the name or website of this Italian firm?
  4. I have a cracked manifold and decided to buy this one from a shop in Bulgaria (yes I know): BMW M10 T3 Twin-Scroll Manifold - The Kangaroos Team WWW.THEKANGAROOSTEAM.COM **NOTE : At the current situation this product has 1-2 weeks lead time before being shipped! ** The Manifold features: T3 Twin scroll flange for the Turbo 38mm wastegate flange Superior flow characteristics 99% look as the original super rare m10 oem... I received it (live in Holland) after 1 week and it sure looks the part with nice fit and finish. It is casted for a non-turbo head with 8 mm studs. Of course it will have to prove itself in real life. My set-up has about 10 psi boost and EFI so it won't suffer too much. For this price it's a steal compared to the stainless ebay manifolds as it's a cast manifold.
  5. Hi Brent, My build will surely last till next year. Did you make the down-pipe yourself or could you tailor another to fit? What's the A/R on the turbine side? You've got a nice even delivery over the rev-band. I want to trim the turbo that it will make power progressively, racing to the red line, keeping the boost under 14 psi.
  6. Nice set-up. I''m building a 2ltr. M10, 118i head with 38 mm outlet valves, 47mm IE inlet valves, 278/262 CatCams, IE 8.5:1 forged pistons (cost no more than stock). What turbo did you choose? As to the original question: on altitude a fuel-injected turbo motor is always the better proposition. A few pounds more boost on a M10 will eradicate the better flow of the M42 head and save a lot of work and money.
  7. Mistake! It should be: AM4.000-1LB Vauxhall/Opel 2.0 16V Main studs. See clearer picture:
  8. I experienced the same problem . ARP has sent me two longer studs for free (see picture). They also wanted to know which engines had the longer studs so they could improve their catalogue. I told then that every M10 until the first E21 3-series needs the longer studs. The studs they sent did the trick: AM4.020-1LB Vauxhall/Opel 2.0 16V Main studs.
  9. The pistons are Alloy 2618 T61. Bore 89,25mm. Ross client page ( http://www.rosspistons.com/wp-content/uploads/2016/08/Piston-Install-Auto-Ross.pdf) states 0,003 for street use, 0,006 for turbocharging. This raised my question: My machineshop thinks that 0,003 is even too much. They do forged pistons in turbocharged Audi, Volkswagen with a clearance of 0,05 mm that is 0,002 inch. Never caused problems. At my time of visit they had an Audi S3 five valve engine that had to be build with Wiseco pistons. They choose a clearance of 0,002. Please share your experiences. What clearance did you choose and how did the engine behave regarding clatter and oil consumption. Did it fail with less clearance?
  10. What is the minimum wall clearance you would dare to apply for forged pistons? Please share your experiences.
  11. I could lay my hands upon a Weber 40 DFI. It looks like a 32/36 but has 40 mm throttlebodies and 32 mm venturis. It came from a 3000cc Ford Capri and currently has 210 main jets, 65 ide jets and 150 air correction jets. My car's set-up: E12 head, 284 cam, 9.5:1 compr., TII distributor, ported head, 2 inch stainless exhaust. What jets would be a starting point? Could this carb be used for blow-through turbocharging ?
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