So, in theory, the shape and size of the inlet helps pressurise the filter canister? In that case perhaps, as you say, it's more beneficial at lower revs and might only be a restriction at the top end.
I think it's unlikely to be the gearbox bearings - if it was bad enough to be causing that kind of problem then it would be making a terrible racket as soon as you released the clutch. I had a noisy one in at one point and it never caused any problems in that way. That's why I thought it could...
You've been busy! That's looking great and that's a lovely finish on the valence and the other parts you've painted. Cellulose again?
For the clutch issue, it could be the slipper pads. I had trouble getting the clutch to disengage fully when warm and the worn slipper pads were allowing the...
Again, for something that unique, that appears to be in good condition, I don't think that's too bad at all! I doubt it would have made quite that much if it didn't have all of the police equipment still.
I guess one school of thought is that the smaller intake will increase the ram effect into the filter canister, which might speed up the flow. However, the smaller intake could restrict the overall volume of air entering.
I think it's the P6 one, but I'm not sure, it was fitted to the car when I bought it, but I also know that the engine block is from an SD1. Is there any way of telling the SD1 and P6 filter canisters apart?
I had a Mk4 Ford Escort that developed a similar fault, in my case I had to turn the headlights off to stop the engine! I suspect that something was somehow feeding back through the rear lights but I just lived with it.
I can't quantify it, but the throttle just seems that bit more responsive, which I guess could be the needle change too. It's probably a combination of the two, but it would have been running really lean on the original needles.
That explains why an M6 tap ran through it so nicely!
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