Now that would be teliing David

 

Conrad, at least your pulleys aren't quite as 'bling' as mine...

blinging vernier cam pulleys

Thankfully they're now hidden behind the covers

 

Nice Orange Tim is that a rear engined scooby you have?

 

No, it's a multifuel (literally ) twin engined Focus

Oh, and they're gold I have you know, for dat phat Bling flava, init

 

tim, what make are they?

 

Gold with blue!! What a classic combination

 

Indeed Iain, need to match the car really

David, I got them through Mark, I beleive that they're Kent Cams versions

 

Yup, they look identical to mine apart from the orange colour

 

Update:

Short Engine now built Hoorah!

Pictures below....

The finished short motor










Torquing the rod bolts was interesting with no gudgeon pin access holes








And now the V5 STi heads are under the knife, inlet port chamber to be welded up completely and a new shape created

 

Conrad

Why do you need the small cut-outs in the pistons and why version 5 STi heads ?

Mark

 

Mark, the small cutouts are for the valves to clear the pistons and reason for the version 5 heads was puerly down to they were available at that time. Doesnt really matter which year heads you use when they are going to have such radical changes anyway.

 

Thought you might have tried the JDM with AVCS type thing.
Are you using extra lift on the valves and therefore need the cut-outs, or are the pistons closer to the valves than the with stock pistons?

Mark

 

Mark, the JDM engine wouldnt be strong enough with the target in mind, the AVCS thing is useful for spool, possibly 500 rpm earlier and is superb for road car applications but again its not a consideration in our project as the NOS will help spool

Pistons came like that, cams are special items both in lift and duration purely for the job.

 

conrad, any pics availiable to the public of the heads, or via email

 

David, no & maybe when there finished

 

conrad, just seen the degree to which you are going and have to ask a few qustions.

Do you think the bearings will stand up to the amount of torque this engine is going to produce?

Are you going to rev the nuts off it at lower torque to make massive power or massive torque at lower revs?

How will you get the (I presume) four throttle bodies to open simultaneously?

from your above post it seems that the throttle body will be bolted to the spacers, I presume there will be a short velocity stack first for the injectors to bolt into with the throttle body sitting at the top.

Can you give us some detail of the inlet manifold if not some pictures?

forgive me if any of this has been covered already, its just that the thread is so big I have no idea where any of the above might have been discussed.

Looks great. Please push the envelope so that I can feel safer increasing my redline should I choose to!

 

Adam, did you by any chance miss any questions LOL

I do hope so, I am intending to prove a power point but as to longevity nobody is aware of this yet, Time will tell.


The intention is to run it at about 2 to 2.5 bar, not sure whether the turbo will hold that level of boost at 8000 rpm continually though, something that will be tested on the engine dyno. I'm not really going for a massive torque figure but unfortunately torque comes with boost, as you are well aware this causes other issues in the drive train which I'm keen to avoid.

The throttle bodies are in pairs, each pair has a linkage (adjustable) to balance them. There will be a device which simply splits the throttle cable into two seperate cables pulling on each pairs linkage.

The adapters you have seen above sit directly onto the head over the inlet ports, each pair of throttle bodies sit onto this adapter. Each Individual throttle body has an injector hole in its body. the secondary injector, WI nozzle and NOS shark nozzle will fire down directly into the the throat of the throttle body (thus being mounted in the lid of the new billet manifold)

Yes & No

The mainfold is a one piece item made from an aerospace grade aluminium billet. It sits across the whole engine and sits directly onto the tops of the throttle body. the inside of it is machined out (to make a plenum). The lid will sit on it sealed with an O-ring seal. The lid has a recess above each throttle body which contain the secondary injector, WI and NOS Direct Port nozzle. At the front of the manifold is a 3 1/2" hole where a billet top hat shaped adapter flange goes on and the intercooler out pipe connects to.

If successfull, we will be making this type of manifold for non throttle body type applications where the manifold extends down to the heads.


Sorry no pictures, I'm sure you understand

Theres been a lot of crap posts in between, arguing, me changing my mind, one day I'll go through and ask for it to be tidied up.

At the end of the day Adam, thats what there built for and if people dont push then we'll never find the edge. For you its different, its your road car, for me its an opportunity to find the edge and push the technology that bit further. We shall see how it goes......

Any bets on what "lets go" first? LOL

Apparently Dave Wild is reluctant to let me use the NOS on his dyno for fear of dyno destruction LOL

 

Your wifes patience or the wallet.

David

 

They have both gone already m8....

 

what the wife has gone?

LOL.

David

 

No her patience you Plon.....

Got some pictures to post, inlet port shape changed to do away with the strange shape. I've asked Steven for hosting a I'm in London

 

What like this??

 

 

they look different

 

Thanks for hosting Steven, yes they are now the correct shape, same as the adapters and are totally matched to each other. The Ovality of the chamber is carried way down towards the port bridge.

 

Not quite but the right idea

 

Look good, just make sure you clean them before the final build

Shiney is nice

 

I'm sure he will, the short motor is now spotless.

 

anybody considered fitting a boxer 6 - is there room?

 

Yes Pat H has fitted a Subaru SVX 3.3 6 cylinder into his Impreza, I considered buying an Subaru H6 long motor from the states but it was a lot of money to buy it then throw away all the internals, rods, pistons & crank and replace with high performance items. I really dont think you need to go to such lengths to get an enjoyable scoob, a well tuned 2.0 / 2.33 / 2.5 litre is plenty of fun in terms of power/torque and fun factor


Getting reliable levels of good power is not a problem for these engines anymore, its finding a gearbox and drivetrain that can handle it