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Cant polish a turd???....yeah what ever!
- Thread starter Brett
- Start date
Well the engine and gearbox has been removed and gone to another loving home so no turning back!! Was dead easy to remove but by christ they weigh far too much. We had it sitting next to a 9.5l chevy big block we are racing next year. Two of us can pick that up but 3 of us couldn't budge the poxy L7X!! So to sum things up, your spot on Martin. A light weight turbo four pot would really get one of these shifting. . . . . . . I just can't bring myself to do it though. Lol
One thing is for sure, the weight has opened my eye right up.
I'm just hoping 300-350bhp will componsate for the weight. Especially as I'm adding a good chunk more with the big turbo, charge cooler, second radiator and cooling system for the gearbox. I think once the engine and 'box is working well, I might ask Bic (streamline) to make me a boot and roof. Polycarb windows are definatly going to be fitted as they are pretty much off the shelf.
One thing is for sure, the weight has opened my eye right up.
I'm just hoping 300-350bhp will componsate for the weight. Especially as I'm adding a good chunk more with the big turbo, charge cooler, second radiator and cooling system for the gearbox. I think once the engine and 'box is working well, I might ask Bic (streamline) to make me a boot and roof. Polycarb windows are definatly going to be fitted as they are pretty much off the shelf.
Thing is Brett a Cosworth engine would still strike some heritage surely ? ... and be a modest cost for the amount of HP and weight reduction/centre of gravity benefits due to the availability of tuning parts ... I also had a look at the Renault engine variants to see if anything was suitable to retain the Renault heritage - hmmm the EF V6 F1 engine variant :bow:
Renault Engines
Whatever you do though we will all watch with excitement and interest :approve:
Martin
Renault Engines
Whatever you do though we will all watch with excitement and interest :approve:
Martin
Oldskoolbaby":1inx0l8t said:
DAR over in France has added a hybrid turbo and some other fettled bits to a M3RS and have it running over 400hp. Believable as well considering RS tuning has their grey r26.r (as seen at last years FCS) at 430bhp. Quite pokey those megane engines.
All through the front wheels though... :s
After being advised by Scott and looking at previous builds I last week decided to go for a complete upgrade with the engine internals. A few nights of research and a fair few emails later, a set of H beam rods have been ordered from the states. Turns out that they are very nearly off the shelf. The Nissan 300ZX twin turbo shares very very VERY nearly the same conrod and piston dimentions. The only difference being the nissan has slightly larger big end bearings. To get over this I've got the company to make them as they usually would but instead of machining the big end, leaving them so my local shop can do so. Next thing to do is pistons but I'm undecided whether to go for the stock 87mm bore or go to 87.5mm or even 88mm. The only weak link will be the crankshaft once they are fitted as the piston and rod combo has been prooven reliable at 800-900hp.
ed_harland
Member
Oldskoolbaby":v10ahlui said:
900 then :race:
ed_harland":3g9zpll0 said:
Lol Have you seen how flimsy the bodywork is on these cars! Mine would probably undress itself with that much power. :race: Half that figure and i'll be very happy. Joking aside, a friend of mine reckons with a new crank and highly gas flowed heads, 800hp would be possible. He reckons the pescarola LeMans team got 600bhp extreamly reliably at just 6000rpm.
I love it when I get good news!! [cmilie=iconcheers.gif]
I've just recieved an Email from my conrod supplier who have admitted supplying me some wrong info when I first ordered. Bugger I initially thought!! However, to my suprise it has actually made my life easier and left me with a few options. It now allows me to offset regrind the crankshaft using off the shelf bearing sets. This means I can choose a capacity between 2.9 and 3.1 liters. I will probably lower the engine to 2.9 so I can acheive a lower compression ratio and also produce a more free reving engine. With the rods in mind, i'll expect a safe 8000-8500rpm rev limit. This will mean the heads are going to be played with to reach this.
Next step . . . . . PISTONS!!!! [cmilie=iconcheers.gif]
I've just recieved an Email from my conrod supplier who have admitted supplying me some wrong info when I first ordered. Bugger I initially thought!! However, to my suprise it has actually made my life easier and left me with a few options. It now allows me to offset regrind the crankshaft using off the shelf bearing sets. This means I can choose a capacity between 2.9 and 3.1 liters. I will probably lower the engine to 2.9 so I can acheive a lower compression ratio and also produce a more free reving engine. With the rods in mind, i'll expect a safe 8000-8500rpm rev limit. This will mean the heads are going to be played with to reach this.
Next step . . . . . PISTONS!!!! [cmilie=iconcheers.gif]
Well yesterday turned out to be another very good day. After a long trip down to Scotts followed by a detour down to Shaun place, I now have the basis of my engine. Its a fairly low milage ph1 motor with lots of bits missing and looking in a fairly sorry old state. Still, with all the new shiny bits destined for it, i'm sure it will be fine. The day got better once I got home though and see two packages sitting by the front door. Turned out to be my Newman high lift cams and a the Trophy flywheel. With these fitted along with the lightweight rods and pistons it will make for one hell of a responsive, quick reving engine. Something that is needed for a flatshifting Sadev box if it ever comes to anything.
I'll post pictures as soon as I can.
I'll post pictures as soon as I can.
Will try and update this with pictures next time fella. I'm currently waiting for a lot to turn up. After speaking to Spike, I am also going down the big bore route. This will be a new block with the original liners being changed for larger iron ones. MUCH bigger CP forged pistons and uprated fixings. With no modifications to the crankshaft and rods this will be sitting around the 3.4l mark. With the rods I ittend to use and heavily worked crank, ill be looking at around 3.5-3.6l. This hasn't really changed anything but will make my goal of over 100hp per liter interesting. The problem is now cylinder heads. I need something that will breath well enough to reach my 100hp/liter goal but more importantly give me a mountain of torque.
BRETT , i think the heads are well capable of giving that sort of torque, and provided its hig enough in the rpm range you will get the power, the valves are big enough but the shape of the port and size is crap, it changes in dimension too much and is far too long for the diameter. btw i still am waiting for the block to come back, i will let you know when, cheers.
