My New Project
#401
Posted 16 October 2009 - 08:23 PM
In preparation for the new rear grille arriving I removed the old one
Used a Dremel to rough cut the bulk of the mesh out-
Tried many ways to cut through the thick black gunk that was used to fix the grille in place - turned out the best way was to use a good quality stanley knife and keep chaging the blades, with a pair of pliers used to put some resistance on it; then made lots of small incisions-
And finally-
Not something I'd do again - a complete PITA, deffo wouldn't attempt it if the clam was still on the car!
#402
Posted 17 October 2009 - 12:42 PM
#403
Posted 17 October 2009 - 12:54 PM
#404
Posted 17 October 2009 - 01:13 PM
The Charger
A Rotrex 30 series either the 84 or 94 - not sure yet
The 84 has a range of 200-320bhp and the 94 from 250-400bhp; although I'm not sure how those figures are derived I'd have thought there a too many variables across engine types to give an actual power range
It will be mounted where the air con compressor would sit on a Veccy, just below the alternater
The Engine
Nice and simple:
change rods to Eagle H-beam
Fit two (or three) Saab head gaskets, with rivets drilled out; to drop compression a little - need to do a couple of calcs first I guess
I already have the ported head with double valve springs etc and GMP valves so that will be fitted - probably stick with OEM cams for the time being and fit Comp Blower of Saab turbo cams if needed
The Exhaust
I already have a full Piper 2.5" system with manifold; should be good enough for the 250-300bhp I'd like
May get a wideband gauge
ECU
Three options really:
Find someone that has truly 'cracked' the OEM ECU, nice and neat but not sure how realistic
Fit 'piggyback' fuel controller - I've found someone with good experience of the AEM version
Fit aftermarket solution - would rather avoid this route as it will mean aftermarket 'kit' type solution prices will start to soar
Cooling
The centifugal blower is far more efficient than the roots type, making cooling a bit of a black hole
I have a VXT intercooler to try, but will need to find some way of mounting it - if it works then I'll ask ProAlloy or similar to make up a neater/lighter/more efficient permanent solution. The tubby position is ideal as the piping would exit the charger into a 90 degree bend, then under the chassis beam and into the intercooler, then out the top of the intercooler and across into the TB
If I require more cooling then may have a play with a water injection kit
And if even more is required then a full-on chargecooler (but I don't anticipate it needing that much)
I'm going to fit the tubby side vents too
The layout of the engine bay suggests that latent heat gains wont be as great an issue as they are on a tubby
Air Intake
Ideally mounted directly into the charger, but there may not be space in which case I'll have to mount it in the more usual position, but ideally I'd like to keep all pipe runs as short as poss
I plan to use the OEM plastic 2.2 manifold for now - if that doesn't work I'll need to use the Saab cast manifold (already got one just in case )
Main thing I'm not sure on is injectors
Any suggestions welcome
#405
Posted 17 October 2009 - 01:36 PM
#406
Posted 17 October 2009 - 01:38 PM
#407
Posted 17 October 2009 - 01:42 PM
Will watch with interest Mandarin.
indeed
#408
Posted 17 October 2009 - 01:45 PM
Are these the right injectors - they seem quite cheap
May need to ask Piper to make me up a decat section just in case
Looks like there are two options for the Toyota Elise rearding the C30-84 / C30-94 issue:
Make - Type Standard HP Rotrex HP Charger
Lotus Elise/Exige 250S (Toyota 2ZZ) 190 260 C30-84
Lotus Elise/Exige R (Toyota 2ZZ) 190 295 C30-94
#409
Posted 17 October 2009 - 01:49 PM
Edited by rcvaughan, 17 October 2009 - 01:50 PM.
#410
Posted 17 October 2009 - 01:53 PM
#411
Posted 17 October 2009 - 02:08 PM
Same fuel regulator as far as I know. There's more than enough pressure at the fuel rail.Would I not need the new pressure regulator tho, or do they all run at the same psi
You may run into fuel pump issues, so you might want to think about swirl pot and uprated external pump.
#412
Posted 17 October 2009 - 05:21 PM
#413
Posted 17 October 2009 - 08:02 PM
#414
Posted 17 October 2009 - 08:11 PM
#415
Posted 17 October 2009 - 08:25 PM
I already have the Piper system sat in the spare room () but it should be good enough for the sort of power I'm aiming forEngine looks good but keep it under 300 if you keep the oem pistons, what about a 2tublar rather than piper system?
Be careful about the fuel pressure as techieboy has said there are problems already out there.
As I understand it the block would need to be removed and rebored to fit new pistons (even if I only wanted OE size ones), and I'd rather avoid the hassle to be honest - the guy I've been speaking to has used multiple head gaskets on a frequent basis to lower compression (must admit I did whince at the idea when he first suggested it!)If you do rods, do the pistons too...
It is something that's playing on my mind though... and I have a spare block sat around...
#416
Posted 18 October 2009 - 11:35 PM
First off was to cover the rigid heatshield that sits under the boot floor with tape - I used 30 micron high temp adhesive aluminium
Then used some fibreglass matting with high temp adhesive and aluminiumised surface - this is supposedly good for up to 600 degrees radiant heat
#417
Posted 18 October 2009 - 11:39 PM
Again covered with the fibreglass material, then finished with aluminium tape to protect the edges
And all in place - the hard heat shield will be secured with M5 nuts and locking bolts with penny washers instead of the aluminium rivets (that had broke) that vaux used
Also replaced the crappy button headed bonnet stays with stainless hex bolts
#418
Posted 20 October 2009 - 09:13 PM
The standard exhaust measures 1.9" at it's largest point (this drops to ~1.9" OD where there are any curves in the pipework). The Piper measures 2.375" ID throughout
So the csa of the standard is 1829mm2 and the csa of the Piper is 2858mm2
This means that the Piper has a 56% greater capacity to flow than the standard, and much moreso through the bends (and lets face it there aren't many straight sections in the standard system!)
#419
Posted 20 October 2009 - 09:19 PM
#420
Posted 20 October 2009 - 09:20 PM
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