new improvement in the Jenvey Throttle body

Many of you know that Iwilson had at the time demonstrated how the channel in the throttle body that connected the two cylinders immediately downstream of the intake valves was a design error in an engine phased at 270 degrees.

Some of you, and I among them, had blocked it, interposing a pin configured in some way to replace the air supply pipe controlled by the solenoid valve for idle adjustment.



The results had generally been excellent, very stable idle and no longer erratic, smooth operation, in short, a panacea. However, I was still left with the thought that those two blind semi-ducts, although there was no longer any passage for the gases, created a negative turbulence for the gases being sucked in, precisely in a point where there shouldn't be any.

Therefore I decided to block them completely, creating alu caps on the lathe, inserted with interference into the two holes, which I then blocked for further safety with two bolts which engage in the two lateral pipettes which were originally closed by rubber caps (which by the way they always got ruined due to the arduous working conditions).

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Nice to say, the road test confirmed that this is a further notable improvement in engine operation, it becomes even more fluid, very regular from 1800 rpm, quicker to rev up. Overall, a highly recommended change.

Great work.

Portofino Norton's Garage said:

Mnohí z vás vedia, že Iwilson v tom čase demonštroval, že kanál v tele škrtiacej klapky, ktorý spájal dva valce bezprostredne za sacími ventilmi, bol konštrukčnou chybou motora fázovaného na 270 stupňov.

Niektorí z vás, a medzi nimi aj ja, sme to zablokovali vložením kolíka, ktorý bol nejakým spôsobom nakonfigurovaný na výmenu prívodného potrubia vzduchu ovládaného solenoidovým ventilom na nastavenie voľnobehu.



Výsledky boli vo všeobecnosti vynikajúce, veľmi stabilný voľnobeh a už nie kolísavý, hladký chod, skrátka všeliek. Stále som však zostal pri myšlienke, že tie dva slepé polovody, hoci už tam nebol žiadny priechod pre plyny, vytvárajú negatívnu turbulenciu pre nasávané plyny, práve v mieste, kde by nemali byť žiadne .

Preto som sa rozhodol ich úplne zablokovať a na sústruhu som vytvoril hliníkové uzávery, vložené s presahom do dvoch otvorov, ktoré som potom pre ďalšiu bezpečnosť zablokoval dvoma skrutkami, ktoré zapadli do dvoch bočných pipiet, ktoré boli pôvodne uzavreté gumovými uzávermi (ktoré spôsob, akým sa vždy zničili kvôli náročným pracovným podmienkam).

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Je pekné povedať, že cestný test potvrdil, že ide o ďalšie výrazné zlepšenie chodu motora, motor sa stáva ešte plynulejším, veľmi pravidelným od 1800 otáčok za minútu, rýchlejšie sa zvyšuje. Celkovo veľmi odporúčaná zmena.

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Môžete napísať presné rozmery hliníkových kolíkov? Vymedzili ste medzeru medzi čapmi a sacím potrubím nejakou zmesou obmedzujúcou vôľu / Locktite ... /?

the duct is made by fusion therefore is not precise having a medium 8mm diameter, we used a 7,5mm diameter cap and the rest was covered by a liquid sealant.
Even without the bolts the caps are fixed forever there, the bolt was just a major safety.
Believe to me the difference against the simple closing the duct in the middle is sensible in the engine operations.

Portofino Norton's Garage said:

the duct is made by fusion therefore is not precise having a medium 8mm diameter, we used a 7,5mm diameter cap and the rest was covered by a liquid sealant.
Even without the bolts the caps are fixed forever there, the bolt was just a major safety.
Believe to me the difference against the simple closing the duct in the middle is sensible in the engine operations.

Click to expand...

Thank you very much, I will definitely implement it.