the_fbi
|
| posted on 19/3/06 at 10:37 AM |
|
|
Blade RR-W (carbs) or RR-2 (inj) should I change?
My megablade currently has a RR-W fitted.
919cc, 128bhp.
This was fitted before I bought the car (part built) and is 95% wired up and just needs throttle cable and fuel pipes fitting.
This engine has had a dynojet kit fitted making it more suitable for a BEC and also a billet sump.
I've no paperwork for this engine but the engine number is intact.
Before I bought the Westfield the plan was to build an Indy or Phoenix and so in preparation I bought a RR-2 injected blade engine.
954cc, 149bhp.
This has had no mods although I do have a Yoshi EMS for it and full loom etc.
This engine was from a stolen recovered bike and has thus had the last 2 numbers "removed" from the engine number.
The question is, do I remove the RRW and replace it with the RR2?
As far as I can see, I'd need a fuel return fitting and a pump for an injection engine. I'd also need to completely rewire the engine bay
for the injected engine.
I believe the mounting points for the 893/919 are different to the 929/954 too so possibly a new cradle, or at least some chopping/welding.
Is the RR2 less high, or would I need and can I use, the billet sump off the RRW?
Given that the intended use for the car is 90% track days with the odd bit of road use and I'd prefer an age related plate, what should I
do?
The extra 20bhp of the RR2 is certainly worth having but the wiring is worrying me as well as mounting.
The only other slight possibly positive, I'm slightly concerned with the gearbox output angle/direction/position on the RRW as it stands, so
changing to the RR2 would enable me to address this (possibly just using the proper Westfield cradle as the one in there I think KCW built).
Thoughts/advice appreciated.
ta
Chris
[Edited on 19/3/06 by the_fbi]
|
|
|
|
|
Avoneer
|
| posted on 19/3/06 at 10:50 AM |
|
|
If you go for the age related plate, you'll need a cat for MOT every year.
You wouldn't if you had a Q.
Just a further though,
Start with the 919 and change a few months later.
At least you'll have a spare engine as well if you kill the 919.
Shouldn't be too hard to modify and fit the 954 once the 919 is up and running.
Pat...
No trees were killed in the sending of this message.
However a large number of electrons were terribly inconvenienced.
|
|
|
ChrisGamlin
|
| posted on 19/3/06 at 12:32 PM |
|
|
Personally, I'd make your choice now as the 954 engine is sufficiently different as to make a conversion later on no more easy than the Blade
> injected R1 converion I did last year. Expensive bits like the exhaust manifold will unlikely transfer over so you'll need to get a new one
made up, plus all the wiring / fuel injection gubbins to change and the mods to the cradle etc.
As to which is the best out of the two, its tricky to say. The RRW is certainly the more proven engine in BECs and after having a chat with Andy Bates
(AB Performance) about the early injected engines he didnt seem so enthusiastic about them compared to the carbed engines or later 1000cc engines, but
then you have got a bit more power and the convenience of fuel injection.
cheers
Chris
[Edited on 19/3/06 by ChrisGamlin]
|
|
|
the_fbi
|
| posted on 19/3/06 at 01:06 PM |
|
|
quote:
Originally posted by ChrisGamlinExpensive bits like the exhaust manifold will unlikely transfer over so you'll need to get a new
one made up
That may have just sealed it then. As I've already got the manifold for the RRW.
I may just whip the RRW out and see if the RR2 goes in with the same cradle/manifold. If it does that may just swing me, if not, then perhaps
I'm a carb person 
|
|
|
ChrisGamlin
|
| posted on 19/3/06 at 01:18 PM |
|
|
Don't worry, you wont be disapointed either way 
|
|
|
OX
|
| posted on 19/3/06 at 03:10 PM |
|
|
you dont need a cat for the mot becouse the computer doesnt recognise the make of car
opps just noticed yours is a westfield so it might be on the list
[Edited on 19/3/06 by OX]
|
|
|
%20(WinCE).JPG)
