Our engine is actually set up for torque rather than outright power. It does not have 200hp, and I don't mean that in a pedantic "it actually has 199.5hp" kind of way. The acceleration above 5500 is more to do with gearing. We don't even run at the throttle size allowed by the regs because 38mm throttles were cheaper (and are available off the shelf for anyone - I know Richard Purcell is now using them too, albeit 46mm throttles (with a downstream convergence acting as the 40mm restrictor). The engine is identical to the one used in 2009 (edit: actually, it IS the engine from 2009. In 2010 we used our spare engine, whilst the 2009 engine became the spare. Neither engine cost more than £200, and the expensive bits (sump, cam cover, front cover, oil pumps etc are not duplicated - i.e. the spare engine is missing these parts, and they would have to be removed from the race engine if we had a problem. I know it's nice to think we are spending our way to the front, but that couldn't be further from the truth.). We have a single injector per cylinder, and it's not a fancy or special injector either. No development work, other than defining the injection system, has taken place on anything engine, gearbox or drivetrain, other than fitting some bigger injectors (and correspondingly reducing the injector opening times to maintain the air:fuel ratio) to allow more acceleration enrichment headroom. I put a lot of videos online, with data overlays. I'm happy to tell you what bits we've used, and who from. Our engine has been checked by the eligibility scrutineer in a lot of detail. We don't cover the engine up between races, so it's not like we're hiding a Revision 4 engine like some have used in Mono in the past. I/we have nothing to hide. I don't know how much more open we can be with our engine specifications. I've even sent a multi-page 'dossier' on our engine and dyno work/results to the club (which I hope will remain confidential to the committee, but these things have a habit of leaking out), and that will confirm our engine does not have 200hp or a special power curve or anything of the sort.
When injection was introduced, everyone knew the advantages and disadvantages. Ultimate power is not really changed, as a carburetted engine can easily be sized/jetted to give the same power at high revs. What injection allows is greater control of the 'jetting' over the whole rev range, and hence can maintain top end power (above 5500rpm) whilst boosting lower rev performance. Having said that, the shape of the torque curves (measured in steady state remember) between carbs and injection is pretty similar, the improvements mostly coming from cleaner pickup and better throttle response (and improved economy and potentially reduced emmisions) which can't be measured on a normal, affordable dynomometer.
Jeremy is a great driver, but his engine wasn't healthy. He complained of a power disadvantage, but I suspect the bent valves were something to do with that.
Richard is pretty much as quick as me, if not quicker now. I was out-qualified by a Dallara newcomer in a carb-Vauxhall car at Donington. I was beaten by two Classic2000 cars, both on carbs on Sunday.
Tony has had virtually no seat time in his new car other than at race meetings. Do you think we test every week with him? My own testing for this year (probably) has been done, and amounted to 5 laps of Snetterton.
Why not concentrate on your own performance before critising others, complaining about power, or worrying about the minuscule weight of paint on your car. Antel proved last year at Brands that a more restricted Renault is competitive, so you should be fighting for pole.
**Added some extra stuff via Edit** (And I took some stuff out! Russ)
- MSV F3 Cup - Dallara F307
Monoposto Champion 2008, 2010 & 2011 with a Reynard 883 and a Dallara F398, and F3 Cup and Team Champion 2012