I run a ported and polished 1.8 head on a megane F7R bottom end, car made a healthy 150BHP at 6650RPM and a Max of 133.8FtLb at 4700 RPM, Although the torque was around 120FtLbs at 2200RPM so the torque was pretty linear up the Revs.
I'm going to soon up the inlet valve size to the megane valves.
The power i made aswell was with a cheap ECU chip from the net. The dyno operator noted that the fuelling was safe but miles out and he reckoned around 15BHP could be found from a more accurate fuel map.
Adam

340GLT wrote:I'm going to soon up the inlet valve size to the megane valves.

This makes sense to me, the "1.8 heads are better" sounds like a motorsport myth (tm).

The "use a 1.8 head otherwise the earth could implode due to using megane coil packs" line on the other hand, I could believe, having had a nosey around and asking a mate who had one

So you could use the full megane lump if you had some management. Even cheapy megajolt would work, using ford EDIS coil packs which are reliable.

filthyjohn wrote:So you could use the full megane lump if you had some management. Even cheapy megajolt would work, using ford EDIS coil packs which are reliable.

I was under expression that Megajolt discontinued when Megasquirt got ignition controls via Extra code?

Anyway sure it should work, either way

^^i gots a reply! from RSC

"more torque , however you may have to get the ecu mapped to
run properly as i heard a few people having problems running a 1.8 or 2 litre ecus .
best thing is to 2 litre the head as well and use a williams ecu "



Confussling stuff..

What engine do you have, Will, that makes 135lbft? I'm guessing either a 1.7 turbo or F7R. My engine only makes that much torque because of the carbs. A standard redblock EFI intake would reduce that significantly.

Although these are serious generalisations...I wouldn't expect a 16v head (vs a good 8v head) to help a naturally aspirated engine make more peak torque. Assuming you've got an optimal design of both types (i.e. the 8v has a good chamber, and healthily sized valves), the 16v head will allow it to sustain that peak torque to higher RPM, making more peak power, rather than making more torque to start with. A byproduct is that the hotter cams needed to make full use of that generally shift peak torque higher up the RPM band. The F7P is good example of this...they're clearly quite hot-cammed.

HAHA...well...so much for those last few lines of babble...I just checked the dyno graph for my B200...and peak torque appears to be at exaclty 4700rpm

I think the MegaJolt name is usually applied nowadays to MSnS without the fuelling side connected to any injectors...I don't think the hardware got beyond a very, very early stage.

Are the P and R heads different in design, do we know? It'd be nice to get this pinned down...

cheers

James

Ah, could be they use that MegaJolt term that way nowdays.

132lb ft would be well from B200K+K-cam and megasquirt injection conversion, it is bit low indeed as that manifold does not really make good use of intake pulses.

Foggy, your intake manifolds are rather short so it is good for high rpm, but at low rpm you don't get as much extra as you would with longer runners. It is compromise, what one likes from engines, that is why there are variable length manifolds, getting low and high rpm boost from intake pulses.

To get good power and ton of torque, turbo it Ok, NA engine is some ways nicer, also to build one that performs well is bit of black art which makes it quite interesting too, with turbo it is so easy to just put enough boost, it is easy, but not so interesting really.

Just to clear up, I said megajolt because I'm currently obsessing over carbs. Even though all my DHLA's are doing is catching fire ATM.

filthyjohn wrote:Just to clear up, I said megajolt because I'm currently obsessing over carbs. Even though all my DHLA's are doing is catching fire ATM.

I knew it wasnt just me.
Cars DO catch on fire sometimez.

filthyjohn wrote:Just to clear up, I said megajolt because I'm currently obsessing over carbs. Even though all my DHLA's are doing is catching fire ATM.

That is easily sorted by rerouting some fuel lines and adding 4 solenoids and tiny box of Mega electronics

It is generally good medicine to lot of running problems

Right head from a 1.8 F7P is same design as a williams F7R head however inlet valve size on a P is 31.5mm, then 32.5mm on a Wiliams R lump. Then a head from a Megane F7R is different design altoether, exhaust ports are idential but inlet ports are different in design as is inlet manifold. The Megane F7R head has inlet valve size of 33.5mm.
Adam

Right...well based on that, and assuming the compression ratio and cam spec is similar and the inlet manifold redesign hasn't been a step backwards...I'd say the Megane head ought to make the most torque.

cheers

James

^^^ Especially if you were to put 45s on it.

foggyjames wrote:Right...well based on that, and assuming the compression ratio and cam spec is similar and the inlet manifold redesign hasn't been a step backwards...I'd say the Megane head ought to make the most torque.

cheers

James

I agree with that

Well Picked up my engine today, Definatly a Willy lump, However i was in for a few supprises, whilst getting it out of the Van i knocked front of the plastic case off the ECU, only to Reveal this! I was sold this engine believing it to be standard

The masking tape says something i cant read and "8K RPM"


So i thought i had better take a peep inside.
ooooohhh,


Again 8K RPM, i can only assume that this is an increased Rev limit. But 1000 RPM is a lot to increase the limiter by without doing anything to the engine, so i started poking around the engine, (will get some pics tommorow) but it looks like it may have had a set of cams. It also has a few other signs that this engine may have seen some love in its time Fittings for an ITG air filter and fancy HT Leads,

Im going to speak to Prima Racing tommorow see if they can tell me anything about the other numbers on the Superchip,

Just hope this ECU works in the volvo.