Gavril V8 engine

Just asking again, but are we going to get new V8 sounds as well? Especially for the diesel versions?

 

Mechanical fuel injection?

 

Mechanical fuel injection wouldn't make sense on an engine like that. Electronic fuel injection is for more likely. The diesel could have mechanical injection though.

 

Of course, having unreliable shotty fuel system on a million mile taxi wouldn't make sense right?

 

it's most certainly efi. it could be single point, the way it's modeled kinda resembles the thought of a carburetor (as single point injection was very similar to) but honestly it doesn't make much sense to me that it would be single point injection.

 

Just to ask again...

 

What about the ETK 800 diesels

 

big priority imo.
and maybe the diesel 4 sound can be used in the pigeon

 

No way would MFI be a thing on an engine as new as this...sure, the Bolide would most likely have it (as would the T-Series and possibly the Pigeon diesel), but almost everything newer than '82 would have EFI - and multi-point, at that. Still, doesn't really explain why there's a faux carb on a MPFI-equipped engine - no engine that I've built in Automation uses such a thing. Maybe it's the intake module or something like that?

 

i'm assuming it's just an adapter plate for the intake manifold. it would make sense if some gavrils came stock supercharged, since it would make placing the supercharger on top easier, with airflow directly into the manifold. however, to my knowledge, single point fuel injection was basically an electronic version of a carburetor. so if it is spfi, that would make sense. if mpfi, it could just be an intake adapter since the manifold was designed for NA and FI applications.

 

Since there aren't any fuel lines anywhere, it probably just isn't finished yet. That or the added detail of a fuel rail and whatnot wasn't worth it. I kinda doubt that last one though since they went and modeled in those air injection lines on the turbocharged engine.

That throttle body looks to be just that, a regular old throttle body like every fuel injected motor has. Can't even tell if its TBI yet since there is no throttle linkage or wiring harness. That little diaphragm on the back corner of it looks like a lot of EGR valves from that era, minus the actual eghuast tube.

 

The throttle body and intake remind me of my Thunderbird's set up just reversed.

 

Are engine swaps going to be a thing?

 

It looks distinctly like a single-point injection system, which is very likely given it's a late-80s engine.
By the way, I'd say 82 seems a little early for multi point injection to be commonplace; most cars here didn't have single point injection until the early 90s, and multi-point systems only became commonplace near 2000. In 1992 the Honda Civic and Toyota Corolla still had carburetors, and also in the same year, PSA (Peugeot-Citroen) made the switch to single point injection (having used carbureted engines until that year).

 

Is this engine going to have multiple intake/Fuel system options? The engine it appears to be based off of, the modular V8, as well as most other engines of the era, gained 20-30 horsepower between 1990 and 2001. The 1988 D-series would make sense with TBI, but by the last model year of the H-series (2001), it would be extremely dated. The ETK I-series makes slightly more power face lifted due to a better intake, and although I don't expect a facelifted D-series, the Roamer and H-series should definitely make a but more power.

 

American V8s are a bit different than Japanese and European 4cyls.

Ford only used Throttle Body Injection (Single Point) for one year before switching to MPI in 1986 with the Panther Platform cars and Mustang. The rest of the 5.0L V8s got it by 1988. The Modular V8 (which this engine seems largely based on) was introduced in 1990 and was always MPI. GM seems to be the only company who used TBI on their V8s for any amount of time. They introduced their system in 1987 and used it until the Vortec engines came out in 1995.

 

I am sorta excited to see what the other engines look like when they get updated to this level of detail

 

Oh wow, interesting. I had no idea american fuel systems were this advanced at the time, though it does make more sense to invest in multi-point injection in a larger engine, as the air-fuel mixture has to travel much further in a large displacement V8 than in a smaller 4-cylinder engine before it gets to the cylinders, so a single-point system would be prone to poor throttle response and potentially knocking.

 

Bosch made multi-point EFI back in 1973ish called D-Jetronic. This would DEFINITELY have EFI by the mid-90s.

 

The L03 and L05 V8's, used in the Caprice from 1991-1993, both used throttle-body injection. That said, the L03 (5.0L) only made 170 HP, and the L05 (5.7L) made just 180, or 205 in the police version. Math time:

305 ci -> 0.557 HP/ci
4.5 L -> 275 ci -> 0.557*275 = 153 HP

350 ci -> 0.514 HP/ci
5.5 L -> 336 ci -> 0.514*336 = 173 HP

350 ci (police) -> 0.586 HP/ci
5.5 L -> 336 ci -> 0.586*336 = 197 HP

Then, once multi-port injection came along in 1994, the base engine in the Caprice became the L99, and the performance/police engine became the LT1.

L99: 265 ci, 200 HP -> 0.755 HP/ci
4.5 L -> 275 ci -> 0.755*275 = 208 HP

LT1: 350 ci, 260 HP -> 0.743 HP/ci
5.5 L -> 336 ci -> 0.743*336 = 250 HP

Of course, the Vortec V8, while based on the same block, was much more powerful, as it was intended for use in trucks.

From the looks of it, many different variants of the Gavril V8 will be available - it is entirely possible that the early Grand Marshals, like the Caprice, were underpowered due to the use of throttle-body injection, with an increase in power density halfway through production. Meanwhile, the trucks most likely got a more powerful small-block.

(That said, if the Gavril V8 really is OHC, the power ratings I predicted are all too low. It does look like a pushrod engine, though, so I think a drop in power may be in order so as to maintain realistic performance.)