But a few questions. I've surfed the net but am not satisfied with the information out there.
Firstly the economy if Tweety has suffered. Down from 27-30 mpg to 20mpg. With the extra power and torque I can live with this. But hook up my van and it likely will drop more. Makes for an expensive holiday especially around Oz next year. But I suppose we will save on accomodation. My query now is:
What are measures I can take to get better economy?
Firstly even though with the big original air leak in the set up where we had eventually 225 main jets, then second dyno 180 main jets....there was still a very small leak. That has now been fully rectified but it could mean that the jets are still too large- compensating for that air leak. so yet another dyno will be required one day in the future.
I adopted Joels method on his VW beetle in doing a draw thru set up. This meant the SC clutch pulley couldnt be utilised. If I went blow thru I'd also go SPFI from a camira. I've used search but again info is minimal. The SPFI uses a single throttle body. Could I for example place a single fuel injection nozzle in the manifold between the SC and intake (where the BOV is mounted) pointing directly down the 75mm connecting tube. But I wouldnt have room for a butterfly. With this set up could the throttle body be pre SC? eg what if the carbie was retained in its current position and no fuel going thru it- just utilise the butterfly unit. or does the butterfly need to be right near the injector? Not having ever seen a SPFI set up I am asking broad questions.
How hard would it be to install the Camira fuel system? The ECU wiring? of course the concept is to return to a clutch pulley on the supercharger so the engine isnt turning the SC hence more economy.
I'll be itnerested in your ideas. Till then I am just going to love the new Tweety and buy less chocolates at the servo to help the fuel bill
how close to Adelaide? 
it'd be nice to see this thing ticking over...
