Talk Morgan Forums Morgan Sports Cars Classic Morgans (pre-CX) Monty Takes A Deep Breath

Using my ECU Masters EMU Black ECU.



I can accurately log my true IATs in real time, while I primarily use the data to build my IAT correction settings that influence my base VE table, it's quite clear when reviewing the data that there are significant benefits to come from relocating the primary induction point. As always, it's a battle between the ideal vs packaging, however, I'm confident we can move to a forward facing TB that not only allows for a proper cold air intake, it also eliminates a series of bends which is always a good thing.

From this:



To this:



To relate intake air temperature to air mass (density or mass flow), the core equation comes from the Ideal Gas Law. For engine/airflow purposes, this is usually rearranged into air density form as follows:



Obviously the horsepower curve mirrors density almost exactly (because power ∝ oxygen mass), which using the numbers below allows us to plot our data clearly on a graph and using 0°C as our baseline:

20°C ≈ −7% power
40°C ≈ −13% power
60°C ≈ −17% power

Our graph it ends up looking like this:



In reality designing a good cold air intake is all about minimising to difference between ambient temperature and intake air temperature, but taking an average of UK climatic conditions and average elevation above sea level the true potential percentage horsepower gain calculates as 6%.

If we then include the cross sectional area improvements calculated as a function of removing all the existing bends in the current induction pipe, and the one sharp turn at the throttle body (all of which generate boundary layers of air), we end up with a carefully estimated air flow improvement that should deliver a 4% improvement in horsepower.

Add the temperature based air mass hp percentage improvement of 6% to the 4% flow based hp improvement, and my 'Straight Shot' cold air intake design has the very real potential to deliver a 10% improvement in horsepower over whatever we make at Surrey Rolling Road on the 20th June when Monty will still be running his current 'Hot Air' setup. Let's say we make 204hp on the day, adding my 'Straight Shot' cold air intake and forward-facing throttle body over the winter, should see Monty making 224.4hp when I return one last time to SSR in the spring of 2027.

TBH, if I can eventually get Monty to make 220hp at 7,380rpm and 185 lb/ft at 5,250rpm on the long runner Fusion Fabrications inlet manifold, I'll be over the moon! However, as I've said all along, we just don't know where the Mountune MR200 copy inlet manifold is going to start becoming such a restriction in airflow that making any more power becomes impossible?

All will be revealed in the fullness of time

Just to update everyone, the head is still with the engineer having the valve stems shortened

With the Bank Holiday and me being overseas for the next week or so, being realistic I think the earliest I'll be collecting Monty is Saturday 16th May.

'All good things come to those who wait!'

Update!

I'm back from Brazil, the valves have been tipped, and James has been busy today fitting the head so we're back in full swing

In preparation for completion I've been keeping myself busy building Monty's new ignition table.



And his new VE table.



We now believe there's strong evidence to suggest Monty will do this.



The end is now in sight

And here's what it could do if we let it go to 8,000rpm



Of course it's all just speculation

Monty is back and pulling hard

Now the real work begins



I'm currently targeting a 1,070 rpm idle speed, this at 18° BTDC which works well and brought Monty's manifold absolute presure (MAP) down to a reasonable 56 KpA.



I've since got this down to 54 KpA but thats the current limit at 18°, so today let's see if he likes to idle at 21.5°?



The ultimate goal is to create the smoothest idle at the previous target of 970 rpm, and at the lowest possible MAP signal, to help achieve this I'm currently idling Monty at 13.6:1 AFR. Once/if we get to my ultimate 970 rpm target I'll gradually lean him out untill I find his lead idle limit, for the record I'm not expecting to achieve a smooth idle at stoich (14.7:1) as achieved on the Phase 2 cams.



Just by the sound of the exhaust note you can definitely tell Monty has had cams, the Phase 3s clearly have a lot more overlap at idle than the Phase 2's. TBH if I can achieve an AFR of 14.0:1 at a 1,000 rpm idle, I'll be more than happy with that

It's early days, but Monty has already seen one brief pull where we we're knocking on the door of 7,000 rpm and it's quite clear he has a lot more to come, previously Monty fell over at 6,500 rpm making 180hp. James at M2R says the engine is now safe to 9,000 rpm, but I'll be keeping it well below that, the current AI generated dyno graph estimates Monty's new engine recipe will make peak horsepower at 8,200 rpm.



All these AI predictions are just that 'PREDICTIONS', we will only know what Monty really makes when he returns to Surrey Rolling Road in mid June!

In the mean time, I've already used the log I recorded on the way home from M2R to apply the first EMU Black Auto Tune suggestions to the VR table, so Monty's fueling is already coming good



Stay tuned folks for more incurable geekery

Monty's new tacho, I just need Caerbont to add the shift light



New rev limiter calibration set



Castle Combe here we come

Can't see the images - just a message saying "uploading this content requires registration".
All the previously posted images are fine.

Ditto

Being sensible, which as you may have guessed by now is not in my nature, with all the additional valve overlap from the Phase 3 cams it may be wise now to remove the very immature pops & bangs element within my ignition table calibration



We wouldn't want a pressure reversion moving back into the combustion chambers at the wrong point in the cycle

Monty's evolved ignition table.



I'll actually likely end up with with less timing (say 8-18 degrees) than shown above within the circled hard decel area of the table, this will still deliver mild but purposefull crackles on the overrun, but the previous big negative numbers in this area need to go. While fun, the current dramatic pops and bangs (and flames) are rather ASBO, and more importantly not particullay engine friendly.

As I understand it the upcoming Bank Holiday promises sun, so Monty will be thoroughly exercised as we further explore his new capabilities