Hawkeye with 643HP the wheels.
16 April 2017, 12:29 PM
#91
Scooby Regular
Awesome times Daz.
Really need to get down the Pod though.... that's the leveller imo.
Perhaps we can go head to head down the pod once I get mine at the next level. German barge versus ricer.
What weight is the car currently?
Really need to get down the Pod though.... that's the leveller imo.
Perhaps we can go head to head down the pod once I get mine at the next level. German barge versus ricer.
What weight is the car currently?
16 April 2017, 01:38 PM
#93
It'll be quicker at the pod. It's 10.97 in Perth was on a fully prepped purpose built drag strip. The surface at York did me no favours yesterday. 1.8 60fts. I was doing 1.65s in Perth. Like I said I think there's a 10.5 in it.
Last edited by dazdavies; 16 April 2017 at 01:43 PM.
16 April 2017, 08:04 PM
#94
Great times and lovely looking car. Has it got DCCD? and if it has what setting did you launch it in? Thanks Paul.
16 April 2017, 10:42 PM
#96
I incorrectly tried mine with the DCCD set to give more power to the rear wheels which resulted in quite a bit of wheel spin, do you think it would be possible to launch with it in the diff "locked" setting and then move back to the open position in second or third gear?
Last edited by scoobiepaul; 17 April 2017 at 02:03 PM.
17 April 2017, 11:17 AM
#101
If your driveshafts aren't stronger models I foresee some breakages at the Pod due to the grippy surface.
Nice time daz, I never managed better than an 11 dead as I can't change gear quick enough
I may see what the evo can do on the 1/4 when it's TOTB weekend but I'm not sure I want to go do the smashing parts route again
Nice time daz, I never managed better than an 11 dead as I can't change gear quick enough
I may see what the evo can do on the 1/4 when it's TOTB weekend but I'm not sure I want to go do the smashing parts route again
17 April 2017, 09:55 PM
#105
The facilities there are a bit **** to be honest. Access road is dreadful. The strip ain't much better. It's pretty hairy slamming the anchors on at 135mph to make the turn off after your run.
As you can see from the video the strip surface isn't that clever. We had to use the normal launch area as they coned the sticky stuff off.
I'll definitely get it down the pod at some point.
As you can see from the video the strip surface isn't that clever. We had to use the normal launch area as they coned the sticky stuff off.
I'll definitely get it down the pod at some point.
18 April 2017, 08:11 PM
#106
Unmapped 12.4s @ 105
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The facilities there are a bit **** to be honest. Access road is dreadful. The strip ain't much better. It's pretty hairy slamming the anchors on at 135mph to make the turn off after your run.
As you can see from the video the strip surface isn't that clever. We had to use the normal launch area as they coned the sticky stuff off.
I'll definitely get it down the pod at some point.
As you can see from the video the strip surface isn't that clever. We had to use the normal launch area as they coned the sticky stuff off.
I'll definitely get it down the pod at some point.
03 June 2017, 03:33 PM
#107
So I finally got the car on some UK rollers for a comparison run to the Aussie figures I had. Nothing has changed tuning or engine wise since the Aussie runs.
At 1.7bar with very conservative ignition timing (see ignition table) it made 511.9 bhp on V Power (98) at the flywheel. The car did 11.7 at 122mph on this tune on the quarter at York.
It's safe to say there's plenty more in it and 2 bar on V power with some more mapping I should get it into the tens on Vpower.
I didn't manage to run it on e85 and 2bar today but again the tuning on that map is also conservative. with only 13.5 degrees at the top end. Overall I'm happy as there's plenty more in it
Boost and AFR
Power and Torque
Here is the timing table. I asked for it to be mapped very conservatively for UK Fuel.
At 1.7bar with very conservative ignition timing (see ignition table) it made 511.9 bhp on V Power (98) at the flywheel. The car did 11.7 at 122mph on this tune on the quarter at York.
It's safe to say there's plenty more in it and 2 bar on V power with some more mapping I should get it into the tens on Vpower.
I didn't manage to run it on e85 and 2bar today but again the tuning on that map is also conservative. with only 13.5 degrees at the top end. Overall I'm happy as there's plenty more in it
Boost and AFR
Power and Torque
Here is the timing table. I asked for it to be mapped very conservatively for UK Fuel.
24 July 2017, 04:23 PM
#108
Update time.
A couple of weeks back my clutch started to slip. I didn't expect that as I only changed the plates last year. As I was doing it at home I had to do it the engine out way rather than taking the gearbox off.
So once I got the engine out and the clutch apart I was a bit underwhelmed as I was expecting to see worn plates. Nope, to the eye there didn't seem much wrong with it. That wasn't until I got a straight edge out. The pressure plates had worn and the flywheel had seen better days.
I managed to source a replacement clutch for a good price.
When it arrived it was plain to see it had been sat on a shelf gathering dust but it was brand new so I was happy.
While the engine was out I decided to make a couple of minor changes. One being the intercooler pipework. I've never ever liked the way the original builder did the hot side. For some unknown reason they decided to run the pipe along the engine and down to the cooler past the headers. It was too close to the headers (about an inch away) and as a result the pipe would always be hot and giving the IC that much extra to do.
I also needed to change the cold side. When I had took the pipe to be welded I
I didn't account for the oil filler cap and so I had to block it off and run without it. Fortunately the engine doesn't use much oil so a top up via a funnel through the dipstick was doable. It was a ball ache however when doing a full oil change. So I addressed that and had the pipe work adjusted slightly.
I also wanted to make a bracket that would be welded to the Cosworth Inlet manifold to bolt the header tank to. I made it out of cardboard first and got the shape correct. Then I made it out of 4mm aluminium and shaped it with my trusty dremel. Got my mate to weld that and my IC pipework.
Once that was all done I repainted the inlet. Changed the turbo compressor colour back to silver and put it all back together.
I just have to get the hot side pipework made up and it'll be off for another tune to shoot for a bit more power.
Here's how it's all looking at the moment.
A couple of weeks back my clutch started to slip. I didn't expect that as I only changed the plates last year. As I was doing it at home I had to do it the engine out way rather than taking the gearbox off.
So once I got the engine out and the clutch apart I was a bit underwhelmed as I was expecting to see worn plates. Nope, to the eye there didn't seem much wrong with it. That wasn't until I got a straight edge out. The pressure plates had worn and the flywheel had seen better days.
I managed to source a replacement clutch for a good price.
When it arrived it was plain to see it had been sat on a shelf gathering dust but it was brand new so I was happy.
While the engine was out I decided to make a couple of minor changes. One being the intercooler pipework. I've never ever liked the way the original builder did the hot side. For some unknown reason they decided to run the pipe along the engine and down to the cooler past the headers. It was too close to the headers (about an inch away) and as a result the pipe would always be hot and giving the IC that much extra to do.
I also needed to change the cold side. When I had took the pipe to be welded I
I didn't account for the oil filler cap and so I had to block it off and run without it. Fortunately the engine doesn't use much oil so a top up via a funnel through the dipstick was doable. It was a ball ache however when doing a full oil change. So I addressed that and had the pipe work adjusted slightly.
I also wanted to make a bracket that would be welded to the Cosworth Inlet manifold to bolt the header tank to. I made it out of cardboard first and got the shape correct. Then I made it out of 4mm aluminium and shaped it with my trusty dremel. Got my mate to weld that and my IC pipework.
Once that was all done I repainted the inlet. Changed the turbo compressor colour back to silver and put it all back together.
I just have to get the hot side pipework made up and it'll be off for another tune to shoot for a bit more power.
Here's how it's all looking at the moment.
24 July 2017, 04:25 PM
#109
So I've finally finished the engine related work on this car.
The last piece of the puzzle was the hot side intercooler piping.
I've never liked the way the opiginal builder had routed the pipework. It went along side the engine and then down over the headers at the point where there are two primaries close together so the heat generated from there is substantial. This then radiated through the pipework and all of the hotside pipe work was very hot.
Not only that but it was routed in such way that one of the joins was always under pressure and no matter how tight the clamps were they would work loose eventually. Usually at a really bad moment the worst of which was during over taking once.
Here's the original route the pipework took.
So I had my best mate who owns a stainless steel exhaust making business to make the new pipework for me.
As luck would have it we managed to make it a single piece from core to turbo.
I may revisit the cold side at some point but only to elimate a join or two as I'm not keen on the silicon elbow.
But for now the engine side of things is finished.
The last piece of the puzzle was the hot side intercooler piping.
I've never liked the way the opiginal builder had routed the pipework. It went along side the engine and then down over the headers at the point where there are two primaries close together so the heat generated from there is substantial. This then radiated through the pipework and all of the hotside pipe work was very hot.
Not only that but it was routed in such way that one of the joins was always under pressure and no matter how tight the clamps were they would work loose eventually. Usually at a really bad moment the worst of which was during over taking once.
Here's the original route the pipework took.
So I had my best mate who owns a stainless steel exhaust making business to make the new pipework for me.
As luck would have it we managed to make it a single piece from core to turbo.
I may revisit the cold side at some point but only to elimate a join or two as I'm not keen on the silicon elbow.
But for now the engine side of things is finished.
09 October 2017, 03:05 PM
#112
Well it's gone and grenaded itself only properly this time.
Not sure whats happened or what's salvageable yet but its safe to say its ****ed.
High boost high rpm failure. First confirmed casualties are two valves and one seriously ****ed GTX35R Turbo.
The heads off the inlet valves were sitting in the Cosworth inlet manifold! There's water in the inlets on the heads too. Really not sure what's happened yet as timing belt is all intact and all marks where they should be.
I will post up more when I've got the bugger out and apart.
Not sure whats happened or what's salvageable yet but its safe to say its ****ed.
High boost high rpm failure. First confirmed casualties are two valves and one seriously ****ed GTX35R Turbo.
The heads off the inlet valves were sitting in the Cosworth inlet manifold! There's water in the inlets on the heads too. Really not sure what's happened yet as timing belt is all intact and all marks where they should be.
I will post up more when I've got the bugger out and apart.
10 October 2017, 08:09 PM
#117
So Ive got the heads off today.
Just looks like the valves have just failed. There is no sign of PTV contact on any of the other three pistons.
Both valves have failed in exactly the same place just before it widens out to the head.
There's no sign of Det or anything heat related.
So pissed off about this one as I have gone to great lengths to make sure it didn't happen again.
proper valves double springs, hardened steel retainers, a conservative 7800rpm rev limit and 1.1mm gaskets.
Really really pissed off this time.
Just looks like the valves have just failed. There is no sign of PTV contact on any of the other three pistons.
Both valves have failed in exactly the same place just before it widens out to the head.
There's no sign of Det or anything heat related.
So pissed off about this one as I have gone to great lengths to make sure it didn't happen again.
proper valves double springs, hardened steel retainers, a conservative 7800rpm rev limit and 1.1mm gaskets.
Really really pissed off this time.
11 October 2017, 01:58 PM
#120
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Wow , sorry to here , you put the work in & it’s bit you hard .
I don’t know the cause , but proper built engines with head work valves with excessive seating don’t like to idle for long periods , lack of temp causes unburnt fuel deposits to build up around the valves causing them to hang , then the inevitable happens . I’m sure you have looked into this possibility..
regards mic
I don’t know the cause , but proper built engines with head work valves with excessive seating don’t like to idle for long periods , lack of temp causes unburnt fuel deposits to build up around the valves causing them to hang , then the inevitable happens . I’m sure you have looked into this possibility..
regards mic