F40 LM Restoration

Did the LMs have dual injectors while non-LM have single?

 

All F40s, LM or not, came with 2 injectors per cylinder. The advent of cheap, reliable, high capacity injectors in the 2000s means that some F40s have converted over to the single injector set up. Tim went with originality so this car still has 16 injectors.

 

Please don't!

 

You will be pleased to hear that we have decided no more for the present

 

What's wrong with film protection? It does nothing to hurt the value of the car, it's completely reversible, and it adds a HUGE layer of protection against stone chips and debris. I would think you would want to wrap the entire car if at all possible.

I'm not understanding this one.

 

If a wrap film is what they are talking about, it's especially at place on a circuit where semi's/slick tires are commonplace. Sticky tires will more often than not chunk out a ton of debris from a track surface in their wake...

 

I guess it's similar to screen protecting films, seat covers or even condoms. They add huge protection but the experience is somewhat diminished if you use it wrapped or covered. I agree some are almost invisible but again, what's the point of a nice paint job if you will always cover it? For me it's about the experience...

In this particular case, the running cost budget (if there's any) probably includes occasional repaints, so...

 

It's happening

 

Sky is falling down?

 

Crickets

 

.........
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video????

 

It's a long story so far and thought it best to wait until we had an outcome pre posting.

 

So ... How did the engine react to the new injectors?
Running smoother?

 

Without boring you all with the details, we have had to change the injectors yet again as ASNU say they got their calcs wrong as we found out on start up, but who has to pay to swap them yet again? And then there were many other issues with ASNU's service which have been less than impressive and delayed us and which I will post when we hopefully have a more positive result to take the edge off my current bitterness.

The car goes back on the Dyno next week and fingers crossed we don't suffer more injector issues. It will be captured on video but unfortunately due to business commitments I will not be able to attend which is frustrating.

 

Been an interesting couple of weeks and a very brief synopsis of a very trying struggle which would have been dull to post. Upshot is we think we finally have the injectors sorted and are currently making something north of 650 HP. Our current issue is that the power is coming in too late as the turbos are taking their time to spool up and then we cannot get beyond about 1.5 bar.

Hopefully some more positive news this week but for reliability and longevity, we are now only looking for about 50+ HP but a far better torque curve. Hopefully getting there.

 

Tim,
Does your EMS have the "anti-lag" option?

 

Maybe you need smaller turbos given the (understandable) reluctance to explore the northern regions of the RPM range?

Still, you can't beat a big 'auld laggy turbo for the power rush!

 

The problem is not an anti lag issue Gregg, we would need to rev much higher to get full boost and for reliability and longevity reasons, I don't want to go there. Racing you might want to do so.

As per your suggestion Greg, we think the way forward is smaller turbos and so we are currently having some specially modified and built by one of the UKs top pros and hope to be possibly back on the Dyno later this week or worst ways next week. As I said we only need to find another 50hp. He certainly seems confident given it is a no foal no fee arrangement.

 

Good stuff. I'm sure the power (and more) can be found but, as you say, it's important that you have something with a realistic life expectancy together with usability.

Nothing worth doing is easy! Look forward to reading of further developments as they occur. This thread will never get "old".

Best.

 

Can I ask please how many revs are we talking about? I am not at all familiar with what revs these engines can deal with, and yes it makes perfect sense for longevity.

I believe if you reduce the revs of the Ford Cosworth DFV by 1000 rpm they can be made to complete Le Mans compared to an F1 race or two ...
Pete

 

Pete,
I think you answered your own question mate.

 

Stock cams make peak power at 6,700 rpm with a 500 rpm overrun.

With the higher compression and LM cams, I wouldn't be surprised if Tim's motor easily revved to more than 8,000 rpm and he put in a 7,000 rpm rev limit for longevity.

 

Thank you. A lot of revs for the 1980's.
Pete

 

From what research I have carried out, the LM/GTEs revved anywhere from 8,000 to as high as 9,500 with the later cars. We have settled at 7,500 as a compromise which may be generous.

Once we have the engine back on the Dyno we will see if we really need to rev as hard or if there is little to be gained, then we will drop back to 7,000.