Date: Fri, 18 Sep 1998 13:53:32 +0100 (WET DST)
From: Gary and Carol Henderson
Subject: The usual...
Hi again!
I now have results of inlet temperatures, including some proper full-throttle operation.
The manifold outside-surface temperature settles to the mid-high 50s on light running, but drops to about 45 degC or less at full bore. (This with outside air at about 13 °C.) At hot idle, it tends towards 70 °C.
Conclusion: Even better thermal coupling is definitely needed.
Cheers
GAryH
Date: Sat, 19 Sep 1998 01:37:27 +0100 (WET DST)
From: rienk steenhuis
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Subject: Re: The usual...
hi Gary
are you sure? on full throttle you want reasonably cool air i think. if you manage to get the air temperature from say 30 C to 60 C you loose some 10% bhp. if you solved the problems with stalling soon after starting why not leave it at that?
best
rienk
Date: Sun, 20 Sep 1998 12:01:18 +0100 (WET DST)
From: Gary and Carol Henderson
Subject: RE: The usual...
Hi Rienk
I understand completely what you are saying, but I have read that optimum compromise between dense charge versus complete vapourization occurs in the range 60-70 degC. I guess that this is also why low-boost turbos don't need an intercooler, even if you could prevent it from being an 'interheater' by finding some really c-o-o-l water from somewhere?
I think I can still detect a slight trace of the former hesitation after a reasonable time at lowish revs/full throttle; this seems to correlate with the temperature drop at about 45 °C. It could be imagination, but I think that the car used to display a tad more 'guts' before spluttering and losing power than it does now, but overall it delivers more useful power and I think will soon prove more economical as well.
Also remember, I am measuring the outside surface of the manifold, not the actual air passing through it. (I guess it would not be too difficult to drill through one of those end-plugs and probe into there...) At high flow rates, the air will be much cooler, but a good warm surface will ensure that no petrol can accumulate on the surface.
Cheers
GaryH
Date: Sun, 20 Sep 1998 14:41:45 +0100 (WET DST)
From: Nickcleak@aol.com
Subject: Re: The usual...
it may seen an obvious point , but why not just use the twin Strombergs with the water heating already built in? you gain all ways , more power , more economy and easier warm up ..
nick ...
Date: Mon, 21 Sep 1998 21:22:52 +0100 (WET DST)
From: rienk steenhuis
Subject: RE: The usual...
hello gary
> more useful power and I think will soon prove more economical as well.
i have a dutch imp article where they did a check on the air fuel ratio:rpm hp mixture 1500 10 12,9 2000 14 12,7 2500 18 12,5 3000 22 12,5 3500 25 13,0 4000 27 12,9 4500 27 12,7 5000 28 13,1 5500 26 13,4 6000 22 14,4
this is not exactly a lean setting. i don't know if the heating of the manifold actually leans out the mixture. i also don't know if these values are typical. but your next experiments might include the carb itself.
if you can find a bead temperature sensor perhaps you could use the small drainpipe.
rienk
Date: Mon, 21 Sep 1998 07:56:42 +0100 (WET DST)
From: Gary and Carol Henderson
Subject: RE: The usual...
Hi Nick
Two reasons:
1) The manifolds are not that plentiful/cheap/available in NZ
2) This is a 'traceable' early Mk1 & pretty original. If it had had a more chequered history, I would have no hesitation.
Cheers
GaryH
Date: Mon, 21 Sep 1998 22:45:26 +0100 (WET DST)
From: Nickcleak@aol.com
Subject: Re: The usual...
> 1) The manifolds are not that plentiful/cheap/available in NZ
i understand , is the IMP GT twin carbs ?
> 2) This is a 'traceable' early Mk1 & pretty original. If it had had a more
> chequered history, I would have no hesitation.
well they are only bolt on .. unbolt them when you need originality .. :)
have you the auto choke and pneumatic throttle ?
regards , nick ...
Date: Tue, 22 Sep 1998 01:29:03 +0100 (WET DST)
From: Gary Henderson
Subject: Re: The usual...
Hi Nick
The Imp GT was an Australia-only model. I've never seen one.
I'd still like to have the original setup (cable throttle and 30PIHT-2 with auto choke) working the way it should. A loony challenge - I have plenty of good experience with CD150s on Hunters & Avengers.
Cheers
GaryH
Date: Tue, 22 Sep 1998 01:54:00 +0100 (WET DST)
From: Mike & Tich Marsh
Subject: Re: The usual...
>The Imp GT was an Australia-only model. I've never seen one.
Come on over :) Its much like the Sunbeam Sport, but has an air system I've never seen before - the intake is in the rear of the passenger door frame and feeds through to a filter next to the brake servo. This then pipes across the top of the engine bay to the twin pancakes on the twin Strombergs. I believe this is because of the dust in Australia. I wonder what they did in South Africa (equally dusty..) - I had a Sport motor there, but from a wrecker's, not an original car. (My Sunbeam Sport was imported from England and I did a front battery conversion and put a big Donaldson in where the battery goes).
>I'd still like to have the original setup (cable throttle and 30PIHT-2 with
>auto choke) working the way it should. A loony challenge
Not so looney, except why cable throttle? I'm going to put a pneumatic throttle and auto choke back on my Mk I one day......
Mike
Brisbane, Australia
63 Imp Mk I
67 Imp Mk II
67 Imp GT
63 Humber Super Snipe Series IV
Date: Tue, 22 Sep 1998 06:34:32 +0100 (WET DST)
From: Gary Henderson
Subject: Re: The usual...
Hi Mike
CT475 was built with cable-throttle. First registered 6.10.64 . The 30PIHT-2 carb was with cable accessories i.s.o. the pneumatics of the 30PIHT. It might or might not have the mainjet attached to the drain plug (mine is the earlier type, so not.)
The later batch of Imps built by Todds (68-70) were 4-eyed Sunbeams, with the door-pillar intake & big filter, but still a later mark of single 30PIH.
Due I think partly to the intake-warmup problems, the auto-choke/fast idle area of my carb is very tired. I thought I should be able to score another, 'cos a lot of people converted their Mk 1s to manual. If all else fails, I'd consider a late 30PIH and create some electric auto-actuator for the choke. Hardly even need to sense temp - a timeout would do!
I bow to your '63 veteran. By the way, was it autumn leaves getting semi-inhaled that put paid to the pneumatic arrangement?
Cheers
GaryH
Date: Tue, 22 Sep 1998 12:07:57 +0100 (WET DST)
From: Simon Trickett
Subject: RE: The usual...
Yep bolt on a Weber or strommies !! and rep the rewards.
DITCH the Solex !! Solex = cost before performance.
Simon
Date: Tue, 22 Sep 1998 12:16:32 +0100 (WET DST)
From: Mike & Tich Marsh
Subject: Re: The usual...
>The later batch of Imps built by Todds (68-70) were 4-eyed Sunbeams, with
>the door-pillar intake & big filter, but still a later mark of single 30PIH.
aha! Interesting vehicles. The non-GT Australian ones all seem to just suck the air out of the engine bay...
>I bow to your '63 veteran. By the way, was it autumn leaves getting
>semi-inhaled that put paid to the pneumatic arrangement?
No, no.... I got it with the cable conversion already done :( My old Mk I in South Africa still had the bellows, and though it leaked a bit, well you just adjusted your highway driving style to periodically 'pump it up' a bit :( Must have looked funny from behind....
btw just I've recalled that my non-Sport S. African Imps had an air pipe coming out near the battery which fed the otherwise-standard-looking filter.
This had a combination metal / elephant trunk hose of about 2"/50mm dia running, as I recall, through to the front somehow where it 'shared' the front airbox. Does any 'export Imp' member have anything they can add to that??
phew ;| ....nuff said
Mike
Date: Tue, 22 Sep 1998 13:55:53 +0100 (WET DST)
From: Russell Maddock
Subject: Re: The usual...
The Australian model which was badged 'Mark III' but which wasn't really a Mark III at all (!) had the door pillar intake as on the GT, except that the door pillar intake was on the right hand side rather than the left...... got that????? ;-)
My Haynes manual describes the Australian/NZ air cleaner in Chapter 12, Section 5. It doesn't rate a mention in my factory manual though. My factory one is probably too early.
Russ Maddock
Date: Tue, 22 Sep 1998 14:28:22 +0100 (WET DST)
From: Gary and Carol Henderson
Subject: RE: The usual...
NZ Sunbeams were RH B-pillar.
GaryH
Date: Tue, 22 Sep 1998 02:44:53 +0100 (WET DST)
From: Paul Greville
Subject: Re: The usual...
Hi,
I am not sure what this message is about but if someone in NZ wants a Sport/GT inlet manifold and carb setup I can help.
Regards,
Paul Greville.
Kalgoorlie, Western Australia.
Date: Mon, 28 Sep 1998 03:31:58 +0100 (WET DST)
From: Paul Greville
Subject: Re: The usual...
Hi Kelvin,
I have several GT/Sport inlet manifolds available, however I do not have any of the 125CD Stromberg carbs left - I do have a set of 150CD Strombergs that would suit (need to be rebuilt).
I would suggest that it may be easier to source a set of 125's from a Hunter or some other British car in NZ. I can help with the linkages, cable fitting etc.
Regards,
Paul Greville.
Date: Mon, 28 Sep 1998 10:21:28 +0100 (WET DST)
From: Darcy Maddock
Subject: Re: The usual...
Sorry Paul, Hunters and Rapiers used 150s not 125s. Speedy Spares in the UK and Brian Bradshaw in NZ would be the best options with possibly Transpeed in the UK a chance. Darcy Maddock