I have used it and it's pretty rough and ready. This formula is almost unworkable in a V8 Supercar touring car (low aero, big slip angles) but almost works in a reasonably responsive open wheeler.
It will give a very rough guide to US/OS balance but it's so rought that any driver will be...
A word of warning. It is nowhere near as glamorous as you might think. If working 100 hours a week in a cubicle blows your skirt up then be my guest. As an engine guy, your design is severely hampered by the aero guys who rule the roost when it comes to laying down a new genesis.
And don't even...
Does this engine have a hydraulic lash adjuster system? Sorry but I can't find it mentioned anywhere. Lifter pump up could explain it, especially with it getting worse with more rpm.
Yes, I've run a dual spring arrangement in F3 and GT cars for 3-4 years now. I usually make up an length adjustable collar so you can change the lockout point for the secondary spring.
There was an article in Racecar Engineering some time ago about it.
Numerous late model cars use what Bosch call the new EV6 style injector.
There's the 996 GT3 Porsche injector that moves 41lb@100%. I'll look into the list when I get to work tomorrow.
Or you can download this catalogue http://www.compsystems.com.au/CatalogueApplication.htm it has a few pages...
I think you'd be much better off trying to interupt the ignition commands anyway. TC runing on a fuel cut is not ideal as the torque reduction is not immediate.
The Lamborghini Diablo we're doing at the moment has a VDO pump from a Mercedes Benz (not sure what model). It's pretty simple setup with a high current power supply and a trigger wire linked to the ignition.
