how much for a 2.5 conversion on a classic
15 February 2008, 12:27 PM
#31
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15 February 2008, 12:28 PM
#32
My 2.5l engine has been running over 500bhp with no problems (same as Type25 race engine spec.).
Sleepersy on here ran his 2.5l at around 600bhp for many miles, until he had fuel surge on track and mullered it (nothing to do with a failure of engine internals in their own right).
Alan Bell ran 500bhp on his 2.5l with no apparant problems.
Shall I go on?
15 February 2008, 12:31 PM
#34
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"It's to do with the oil feeds"?
It's actually to do with support for the cylinders - open deck blocks have no supports between the "top" end of the cylinders and the block wall, whereas semi and closed have some supports/ plenty of supports between the two.
The benefits are that the open deck cylinders can "walk" under load (move/distort) which can blow the gasket and/or the cylinders themselves eventually, whereas the supports prevent that. Big power is best made in the strongest i.e. CDB blocks.
Subaru Block aftermarket conversion (not as good as the OEM one, but it shows you what I'm talking about)
The closed deck blocks do also have oil squirters near the crank end which squirt oil at the underside of the pistons.
It's actually to do with support for the cylinders - open deck blocks have no supports between the "top" end of the cylinders and the block wall, whereas semi and closed have some supports/ plenty of supports between the two.
The benefits are that the open deck cylinders can "walk" under load (move/distort) which can blow the gasket and/or the cylinders themselves eventually, whereas the supports prevent that. Big power is best made in the strongest i.e. CDB blocks.
Subaru Block aftermarket conversion (not as good as the OEM one, but it shows you what I'm talking about)
The closed deck blocks do also have oil squirters near the crank end which squirt oil at the underside of the pistons.
15 February 2008, 12:32 PM
#35
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The Type25 race car 2.5l was running that power for most of the 2006 Time Attack season.
My 2.5l engine has been running over 500bhp with no problems (same as Type25 race engine spec.).
Sleepersy on here ran his 2.5l at around 600bhp for many miles, until he had fuel surge on track and mullered it (nothing to do with a failure of engine internals in their own right).
Alan Bell ran 500bhp on his 2.5l with no apparant problems.
Shall I go on?
My 2.5l engine has been running over 500bhp with no problems (same as Type25 race engine spec.).
Sleepersy on here ran his 2.5l at around 600bhp for many miles, until he had fuel surge on track and mullered it (nothing to do with a failure of engine internals in their own right).
Alan Bell ran 500bhp on his 2.5l with no apparant problems.
Shall I go on?
what block was it?
what was trhe full spec of the engine?
15 February 2008, 12:34 PM
#36
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Thought the newage only needed 50bhp more. Bugger! There was me thinking i'd keep the VF35 classics behind me. 
.......And believe me, i've contemplated selling up and buying a high powered classic to taste it.
Just don't care for the image they've got though.
.......And believe me, i've contemplated selling up and buying a high powered classic to taste it.
Just don't care for the image they've got though.
15 February 2008, 12:37 PM
#37
The full spec of the Cosworth engine (minus details like compression ratio etc.... can't give too much away lol) will be given in the Engine Stage 3 article for the ScoobyNet Project Car, due to be published on here next week. 
The engine in our Spec C is the same specification as the PowerStation / Litchfield 2006 Time Attack winning Spec C.
The engine in our Spec C is the same specification as the PowerStation / Litchfield 2006 Time Attack winning Spec C.
15 February 2008, 12:37 PM
#38
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my my00 uk turbo running 260 kept up with hawker running 355bhp, up to about 90, then as the td04 started to struggle he was off into the distance.
on a private track of course
on a private track of course
15 February 2008, 12:39 PM
#39
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The full spec of the Cosworth engine (minus details like compression ratio etc.... can't give too much away lol) will be given in the Engine Stage 3 article for the ScoobyNet Project Car, due to be published on here next week. The engine in our Spec C is the same specification as the PowerStation / Litchfield 2006 Time Attack winning Spec C.
The engine in our Spec C is the same specification as the PowerStation / Litchfield 2006 Time Attack winning Spec C.*****, nearly got him lads, pmsl
im interested cos i may have a big build, and always open to the ideas on best route to go
15 February 2008, 12:40 PM
#40
15 February 2008, 12:45 PM
#42
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268bhp uk turbo = 300bhp newage wrx
300 bhp uk turbo = 360bhp newage sti
450bhp uk turbo = 540bhp newage sti.
Well, that's what I worked out, anyway !
(And I'd still take the newage !
).
15 February 2008, 12:53 PM
#46
No way as easy as that to compare..... way too many other variables other than peak bhp and weight.
15 February 2008, 12:55 PM
#47
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15 February 2008, 01:06 PM
#48
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15 February 2008, 01:08 PM
#49
Unless you have done some meaningful comparisons of performance data (using the same driver) it is quite hard to substantiate imo. The weight, drag co-efficiency and gearing are only three areas of impact. It also depends on what discipline you are trying to compare as well. Some disciplines will rely more on specific areas of impact than others.... all I know is that if I stuck my engine in a car with better drag co-efficency, less weight and better gearing (i.e. a classic) I would probably get to where I was going before I even set off...... as long as it was in a straight line!
15 February 2008, 01:11 PM
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Unless you have done some meaningful comparisons of performance data (using the same driver) it is quite hard to substantiate imo. The weight, drag co-efficiency and gearing are only three areas of impact. It also depends on what discipline you are trying to compare as well. Some disciplines will rely more on specific areas of impact than others.... all I know is that if I stuck my engine in a car with better drag co-efficency, less weight and better gearing (i.e. a classic) I would probably get to where I was going before I even set off...... as long as it was in a straight line!
15 February 2008, 01:17 PM
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15 February 2008, 04:11 PM
#53
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That's £9K+VAT, which is £10575 plus that doesn't allow for uprated clutch and gearbox so u can add another couple of grand for that, or they do a "special offer" on the SC450+PPG+UPRATED CLUTCH for £12000+Vat (£14100).
15 February 2008, 04:40 PM
#55
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name somewhere else that can offer it that cheap?
you scrimp on going tha far power wise and it litteraly blows up in your face
15 February 2008, 04:58 PM
#57
You pay for what you get.... that is the way it is I am afraid. There is no such thing as a "cheap" conversion at these kind's of levels.
It has to be said that even the engine is only part of it..... depending on the intended use, all sorts of ancillaries may need to be uprated and added.
FWIW.... unless you have some serious wedge I wouldnt bother going down this route. You have been warned!
It has to be said that even the engine is only part of it..... depending on the intended use, all sorts of ancillaries may need to be uprated and added.
FWIW.... unless you have some serious wedge I wouldnt bother going down this route. You have been warned!
15 February 2008, 05:02 PM
#58
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STi 2.5 Upgrade
Are you looking for more power and bags of torque? Why not go for the ultimate upgrade with an STI 2.5 bottom end!!! We can use your exsiting heads or STi/P1 heads and a large hybrid turbo with bespoke up&down pipes, front mounted intercooler and vernier adjustable cam timing the sky really is the limit!!
Model: All Models
Price: from £4500 (including ecu mapping)
+ vat
15 February 2008, 05:03 PM
#59
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I would DEFFO agree here !!
It starts out at a 'certain price' then you find yourself adding this that and the other !!....... to make other components stand up to the stress ect ect...
It can spiral out of ALL control !!
but it's FUN !!
15 February 2008, 05:04 PM
#60
Unless you have done some meaningful comparisons of performance data (using the same driver) it is quite hard to substantiate imo. The weight, drag co-efficiency and gearing are only three areas of impact. It also depends on what discipline you are trying to compare as well. Some disciplines will rely more on specific areas of impact than others.... all I know is that if I stuck my engine in a car with better drag co-efficency, less weight and better gearing (i.e. a classic) I would probably get to where I was going before I even set off...... as long as it was in a straight line!
...or a better driver
