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[ROOT]/includes/functions.php on line 4752: Cannot modify header information - headers already sent by (output started at [ROOT]/includes/functions.php:3887) [phpBB Debug] PHP Warning: in file [ROOT]/includes/functions.php on line 4754: Cannot modify header information - headers already sent by (output started at [ROOT]/includes/functions.php:3887) [phpBB Debug] PHP Warning: in file [ROOT]/includes/functions.php on line 4755: Cannot modify header information - headers already sent by (output started at [ROOT]/includes/functions.php:3887) [phpBB Debug] PHP Warning: in file [ROOT]/includes/functions.php on line 4756: Cannot modify header information - headers already sent by (output started at [ROOT]/includes/functions.php:3887) RS Motorsport :: Classic Speed Restored • View topic - Interesting Exhaust Design with exhaust evacuation/booster
I have been in contact with Dave Carpenter in the USA who races Pro 4 Series speedway car powered by a 2.0 Pinto making around 230 odd hp. (http://www.secordmotorsports.com/) to pick his brain on a few things and he sent me a few pics on this exhaust system he is playing around with.
To Quote Dave "Matt..... the pic's are a header system designed/run on a 2.0L Pinto road engine up here in the States. Note the last picture. An exhaust evacuation/booster device we designed in order to pull a vacuum inside a wet-sump engine. Installed inside the 3" header collector. We'll have some actual vacuum number's on the engine in about 1 month. Pass the pic's around down there..... if you like."
Any comments would be great. I have sent this thread link to Dave so I'm sure he'd be happy to answer any questions.
Vizard's was different, angle cut pipe below collectors in a zero restriction system to provide crank case vaccum; this on seems to have a full Venturi design, will be interesting to see what inHg it can pull down.....
The complete exhaust/booster evacuation system used on the wet-sump 2.0L Pinto is as follows. The vent output at the block on the lower left side. Drill/tap/install a short section of pipe with (2) thin metal 45-degree oil baffles cut/welded into the pipe side. The baffles opposite each other. The stock baffle inside the block should also remain. Then a short section of hose off the pipe & into a 3"x4" 'oil separator' pipe mounted under the intake manifold. End plates welded on each end. The baffle-side input fitting placed low on the end plate or under the pipe. The output fitting placed high on the end plate. Internally, the separator filled with coarse/wooly steel wool for good oil separation. And the low input fitting will permit oil draindown back into the block lower case. The anti-backfire valve mounted at the high oil separator output fitting. Hose from the anti-valve to the booster evac in the header collector. The top of the engine vented off the valve cover to a 1-quart vent can, mounted even/higher with the valve cover, and a pod-filter atop the vent can. A good sized vacuum/boost gauge attached to the dip-stick tube. The vacuum value should be no more than 8"-10" at max operating engine rpm. If the vacuum is too high, a drilled 'pill' installed in the line between the collector and the anti-valve. Vacuum too low? A drilled 'pill' installed in the vent line between the valve cover & vent can. It can require a bit of time to discover the proper sized hole to use in the 'pill' for the amount of vacuum desired. -Dave-
Have been emailing Dave Capenter every now and then and they finished off the exhaust.
To quote Dave "The addition of the properly tuned exhaust pictured, and a re-jetting of the carb with the new exhaust, added 23HP to the engine". I beleive they were already getting 200+ hp so that is pretty impressive. 10%.