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But Bill, with these IT engines, the stock stuff can support something like 50% more power than any of us will make. Why bother switching over to a Volvo component? It would be a tough swap, as you would have to retain the VW mass air flow sensor, and mate it to the Volvo fuel distributor, and hope the calibration is right, or make it right with a bunch of development. It would be interesting to see an A1 racer throw some pressure sensors on the filter side and intake boot side of the MAF (basically put a few vacuum gauges there) and make some full throttle, or dyno runs to measure the pressure drop. My money says it is not a lot, and this is much ado about nothing.
To be honest I think those of us with CIS-E have had a gift in the rules for years because it is SO easy to get the fueling right for race conditions. This updated rule probably takes some of that advantage away. It is easy enough and works well enough that this is how the fueling was accomplished to reach the podium the last three years in GP, even though we had the leeway to do so much more in that class (of course now we are searching for alternative solutions, because if we move it up to F, it should bump into the limits of the CIS/CIS-E systems power potential in order to be competitive).
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