Hi all,
Can anyone tell me the inlet and outlet diameters of the
injected XK’s air flow meter? Also a rough size
(length/diameter) of the round air filter box would be great!
Need something larger for an L jet 2.5 V6 I am warming up.
Regards, Andrew.–
Volvo 740 turbo wagon, Kawasaki GTR 1000
Canberra, Australia
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typhoonpud wrote:
Hi all,
Can anyone tell me the inlet and outlet diameters of the
injected XK’s air flow meter? Also a rough size
(length/diameter) of the round air filter box would be great!
Inlet/outlet diameters (outside) identical at 80 mm, near as dammit,
Andrew. And measured inside; 73 and 72 respectively. The outlet flange
is slightly thicker…
The lenghe of the filter housing is 200 mm - adding around 30 mm each
side for mounting flanges with diameter matching AFM inlet, but some 60
mm at the intake tuning trumpet. The overall diameter of the filter box
is 180 mm, or thereabouts. If you have space constraints you need a
sample fit…
Adding that this AFM is tuned to the xk and its ECU mapping, and will
not work properly with other ECUs unless these ECUs are retuned. And
also; fitting a larger AFM is of no performance avail unless the
throttle body is similarely enlarged. The xk throttle body matches the
diameter of its AFM outlet…
But you have of course considered all that…
Frank
xj6 85 Sov Europe (UK/NZ)> Need something larger for an L jet 2.5 V6 I am warming up.
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In reply to a message from Frank Andersen sent Sat 30 Apr 2011:
Thanks for that Frank. I’m aware of the factors involved
regarding signal output to ECU and have ways to work that
out, varying spring tension on AFM door, inline resistors etc.
As it is, the engine that it will be fitted to (2.5 litre
Alfa V6) is strangled by the current AFM. The stock throttle
plate diameter on the 2.5 is 77mm, compared to the stock
AFM’s inside dimension of 62mm. It is a known botltleneck on
an engine that has a 7000 rpm fuel cutoff.
The air filter housing sounds like a winner and would
improve performance even without the XK AFM, the stock Alfa
parts inducing two sharp turns and restricting nearly half
the filter area due to the lower filter box being within
10mm of the filter in many places. When combined with the
fact that filters are impossible to buy here in Australia,
and that the overseas ones cost a fortune, I think at the
very least, the XK parts will be a winner. I know I can buy
XK filters here, and cheaply.
Thanks for making the effort to obtain those measurements!–
Volvo 740 turbo wagon, Kawasaki GTR 1000
Canberra, Australia
–Posted using Jag-lovers JagFORUM [forums.jag-lovers.org]–
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typhoonpud wrote:
In reply to a message from Frank Andersen sent Sat 30 Apr 2011:
Thanks for that Frank. I’m aware of the factors involved
regarding signal output to ECU and have ways to work that
out, varying spring tension on AFM door, inline resistors etc.
As it is, the engine that it will be fitted to (2.5 litre
Alfa V6) is strangled by the current AFM. The stock throttle
plate diameter on the 2.5 is 77mm, compared to the stock
AFM’s inside dimension of 62mm. It is a known botltleneck on
an engine that has a 7000 rpm fuel cutoff.
The air filter housing sounds like a winner and would
improve performance even without the XK AFM, the stock Alfa
parts inducing two sharp turns and restricting nearly half
the filter area due to the lower filter box being within
10mm of the filter in many places. When combined with the
fact that filters are impossible to buy here in Australia,
and that the overseas ones cost a fortune, I think at the
very least, the XK parts will be a winner. I know I can buy
XK filters here, and cheaply.
Thanks for making the effort to obtain those measurements!
My pleasure, Andrew - and good luck…
Just out of curiosity; what ort of ECU is fitted to the car in question…?
Frank
xj6 85 Sov Europe (UK/NZ)===================================================
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In reply to a message from Frank Andersen sent Sun 1 May 2011:
Frank,
The Alfa runs an L jet ECU, the Lucas ECU’s, as you may
know, are Bosch built under licence. As for the exact part
number, I don’t know at this stage. The Alfa is an 86 model,
so I’m betting the technology will be very similar to the
Jaguars.–
The original message included these comments:
My pleasure, Andrew - and good luck…
Just out of curiosity; what ort of ECU is fitted to the car in question…?
Frank
xj6 85 Sov Europe (UK/NZ)
–
Volvo 740 turbo wagon, Kawasaki GTR 1000
Canberra, Australia
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typhoonpud wrote:
In reply to a message from Frank Andersen sent Sun 1 May 2011:
Frank,
The Alfa runs an L jet ECU, the Lucas ECU’s, as you may
know, are Bosch built under licence. As for the exact part
number, I don’t know at this stage. The Alfa is an 86 model,
so I’m betting the technology will be very similar to the
Jaguars.
Quite likely, Andrew…
The fly in the ointment is that the either ECU is mapped according to
respective engine and car characteristics - and the AFMs mated
accordingly to the the AFM.
In both cases the intent is to deliver a suitable amount of fuel to the
air going into the engine as measured by the AFMs. And as air is
ingested basically related to engine volume/rpms, as regulated by the
throttle; the Alfa would require 2/3 as much air and fuel at similar
rpms/loads. So in principle the xk complete set-up would actually be in
the ball-park for a direct swap…
With the wider xk AFM the flap deflection would be less than the
original. Other things, like AMF wirings, being equal; the AFM/ECU
combination suggested would likely underfuel the engine. I think
relaxing the xk AFM spring to increase the deflection may be worth a try
- rather than experimenting with external resistors?
Frank
xj6 85 Sov Europe (UK/NZ)>The original message included these comments:
My pleasure, Andrew - and good luck…
Just out of curiosity; what ort of ECU is fitted to the car in question…?
===================================================
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