You're right. Is positioning of this injector special in any way because of the spray-pattern? (When converting Alfa 24V from EV1 to EV6 it is...)
It's a C 80deg spray type. Please check Bosch specs for more information.
You're right. Is positioning of this injector special in any way because of the spray-pattern? (When converting Alfa 24V from EV1 to EV6 it is...)
I have mounted the Bosch EV14EL ref 0280158174 dual cone which I found to be the Motorcraft Part CM5144 quite popular. One needs to make some simple adaptations. (I don't know about the piston weights)
the type of EV has no relation to the displacement/flow, you can get small 14's too,I'm afraid it's overkill. We are talking about 300/6 = 50hp per cylinder. It's nothing. The biggest problem with biturbo is their stock approximate calibration.
The EV6 injector I mentioned has a one cone spray. It works perfectly on both 3 and 4v engines. Idle is good. Not perfect, but how could you have a perfect idle with such a low CR and a low CO level ?
All 18, 24 and 32v heads have very well designed intake ports, the 24v is the best for power (two straight totally separated ports), 18v for torque (one bent port for good tumble).
The 24v heads have long straight ports so if you wanted to spray on the valve tulips you'd need to integrate injectors to the head to place them closer.
I believe even with huge 550cc/min injectors (not choosen by me) I had on Primatist the idle needed 1ms pulses (I had to lower fuel pressure), so it's enough for a good idle control (not too short pulses). With 300-350cc it'll be even better.
In high loads the mixture goes all over up and down and even in other cylinders so the spray pattern does not matter. On some high power engines the second stage injectors spray against the air direction, on F1 engines the injectors were at the entry of the intake runners.
I'd be more worried about global imperfections I described in the beginning.
All that makes me think that may be 18v heads need to spray only in the straight port for a better idle control.
the type of EV has no relation to the displacement/flow, you can get small 14's too,
Your story that Cosworth designed heads of both VAG ABF and Biturbo 24v is very interesting. In fact, they seem similar.24v heads are from Cosworth: one of the best head foundry and design company.
These heads are very good:
The same Cosworth heads (except for the number of cylinders) were used on VW ABF/ABY/ABZ and few other VW/Audi engines, the most known is the 2L 16v on Golf GTI. VW heads had the same valve positioning and the same camshaft chain without chain tender (however the chain costs 20e and not 200e).
- They had a novel (probably inspired by F1) cooling flow: on the exit side (in the V) there is a collecting gallery with two exits to the pump, so that the flow inside the head can be balanced with external restrictors on the exit path.
- The intake seats are round-shaped like in F1 engines (not a 3-5 cut shape)
- Intake ports are straight, almost vertical, with a long separation wall between two ports
Here is a detailed description of the GTI head cutaway:
These heads have something special: exhaust valves are parallel to the piston top, like in diesel engines. I don’t know why, probably a packaging problem to make heads narrower.
Your story that Cosworth designed heads of both VAG ABF and Biturbo 24v is very interesting. In fact, they seem similar.
Do you have any evidence that Cosworth actually designed them?
Thank you. That's credible enough.Well it's stamped "Coscast" on them. And VW people do say their heads are from Cosworth. And heads look almost identical. Little chance VW and Maserati would design heads together. There are no other 4v heads with such a valve architecture with exhaust valves parallel to the piston top (I'd say nobody else made the same stupid architecture if you think about the fundamental reasons of hemispheric chambers).
Also the 4v head doesn't look anything like Cosworth heads in it's segmented design (more reminiscent of a GM OHC) or how the seals and bearings are.