Hiya gang...FFC...u say u got the piper kit...does it make much performance difference,like pick up or is it mostly audible (lol)....seriously though, i am thinkin of gettin one but would rather kepp the money i would spend and add an extra £30 odd quid and get the 52mm throttle body if the filter dont make much diff.
Without doing a rolling road test I can't be scientifically sure and a session will be arranged but prob late summer.
However, I am convinced it picks up better. Whilst it's no guide, the first 3 times I did a standing start I wheel span. Maybe I was accelerating harder maybe I wasn't! Who knows. Maybe all in the head.
But I reckon the money's worth it for the roar alone! But seriously, I reckon there is a slight performance increase though maybe psychological.
Seems I need to start looking into throttle bodies next then!
QUORN ENGINE DEVELOPMENTS
Rover K Series
The latest engine we have taken an interest in is the Rover K series. Originally developed as an aluminium alloy 1400cc engine the K series is also available with 1600cc and 1800cc capacities.
There are a wide range of options available for the K series and which of these you will need depends largely on the regulations you race under. To accomodate our customers varied requirements we offer a wide range of kits and components .
The first consideration is capacity; as a 1400cc engine the K series has no serious rivals; as a 1600cc engine the sheer lack of weight will make this a very useful club motorsport power unit; and at 1800cc the K series is a very serious contender amoungst the 2 litre class engines.
All of the K series engines have the same design of block, the difference in capacity is achieved through the use of different cylinder liners and pistons and then a crankshaft with a different stroke.
For customers wanting to increase engine capacity we offer an all steel 1800cc conversion kit which includes a superlight steel crank, steel rods, steel flywheel, forged pistons, and a set of liners.
The first stage to creating a useful motorsport power plant is a change of engine management system. For K series engines we exclusively use the DTA engine management system. This has been upgraded to accomodate the unusual arrangement of flywheel trigger teeth on the various OE flywheels.
For preference we would also change the induction system at this stage. By removing the standard induction system and fitting throttle bodies the engine's ability to breath at higher rpm is greatly improved.
We provide two hydraulic cam profiles for the K series, the fast road Q375H profile and our race profile Q425H cams.
Obviously the characteristics of engines built using these two cam profiles are dependant on the engine capacity and the amount of work which has been done on the cylinder head. It should also be noted (especially with the 1800cc) that these engines are very sensitive to changes in exhaust dimensions.
Having said all of the above, the Q375H cam is a fast road cam profile. Peak power is typically achieved 1000 rpm later than with the standard cams and to reap the full benefits of fitting these cams in a road car you will need to get away from town centre traffic. In a race unit where we would expect some more serious engine modifications this profile has seen over 100 bhp per litre.
By contrast our Q425H cam profile is starting to go beyond the realms of a sensible road engine. Cam timing becomes more critical and by now throttle bodies and a wide bore exhaust are far more than a recommendation. A 1600cc fully race prepared engine running to 8000 rpm can achieve c.200bhp. An 1800cc in a similar state of tune should achieve similar power levels approximately 1500 rpm earlier.
As mentioned above the degree of work carried out on the cylinder head will have a tremendous effect on the engines final power output. In standard guise the cylinder head was originally designed for a 1400cc engine, the valves and ports can then become restrictive for an 1800cc engine.
Having presumably realised this Rover have produced a different cylinder head design with larger valves and wide bore ports for the VVC and VHPD engines.
The result of these changes to the cylinder head give a VVC or VHPD engine even greater potential as a race unit than the standard 1800 and to produce a competition engine which achieves the maximum possible power levels these later cylinder heads are highly desirable.
For customers who wnat to take advantage of this extra potential we offer VVC compatable versions of our cams (note - these are fixed cams and require that the VVC unit be removed and blanked off) or alternatively a big valve big bore cylinder head, with dimensions comparable to the VHPD and VVC cylinder heads and which accept standard cams.