4722 replies to this topic

[MAXR]

Nev, Fantastic Result with a fine looking graph! You'll have a nice kick in the pants between 4-4.5k rpm I'm looking forward to your update after you've driven it for a while....

[Korkey]

Outstanding! And what a nice chap he is also. I drove to see Nev at his house last week. A very knowledgeable and thoughful guy. He also shares what he knows freely. I hope that it is all that you wanted it to be Nev...........how can it not be? Korkey. ps. Just look out for that guy down the pub whose mate has the double engined R1 NA one!

[Seb.F]

I'm looking forward to your update after you've driven it for a while....

It would be good to see how it fares on the road as, in my personal opinion, way, way over the top for purely road use (I'm fairly sure you've not tracked before?). The build itself is fantastic, I'm always looking for an interesting read like that, but I'm not sure if it's just that little too much for road use, as even our stage 4 owners say their power is incredibly on/off as it is at 300.

[rattyvx]

Good numbers there. So what speed is 8000rpm in 4th gear then? The drop at 7300rpm could be your inlet air temperatures, as from looking at your build you are only running the pro alloy cc. Maybe you need something bigger??

[Mike (Cliffie)]

And that is with the wick turned down Nev... You'll be needing these; http://www.google.co...ved=0CG4Q8wIwAg

[Ormes]

VIDEO.... please

[Nev]

Thanks for all the kind comments guys.

I have added a dyno plot from before by project (ie 'stage 4') and after (ie 'stage Nipper') on the bottom of this page so you can compare them a bit more easily.

RattyVx: You are very astute in your observation. I've checked the logging data and at 7285 revs my ACTs reach 55 degrees centigrade. I was told by Mark that the engine will start retarding the ignition at this temperature, and as the drop on the torque curve is so sharp it is likely to be this. Ambient temps were 18 degrees in the dyno cell, maybe with the car moving to get ram-effect cooling the ACTs would be a fair bit lower, but it indicates that I am close to the limit of charge cooling on my setup.Thus on a cooler day (or with better charge cooling) I think it might make it to the 'magic 500' BHP, not that it needs any more IMO.

Edited by Nev, 11 August 2011 - 05:51 PM.

[The Batman]

Told ya Jimmys front clan will be off this weekend. I can measure up for a second cc rad behind the grill if you like?

Edited by joe_589, 11 August 2011 - 05:49 PM.

[Nev]

Told ya

Jimmys front clan will be off this weekend. I can measure up for a second cc rad behind the grill if you like?

That would be really handy and helpful Joe- thanks. Presumably you are talking about one that sits in a vertical plane inside the main nose air duct? Where is Jimmy's car being taken apart this weekend anyway ?

[Duncan VXR]

Would think its less to do with the pre rad tbh. Needs data really to confirm

[Nev]

Dunc, I have a full data log in front of me. CS supplied it with the dyno plots and it's very handy. Chris Randal said in some other posting that the water temps in his CC circuit got to 90 degress with just 1 or 2 dyno pulls sometimes. So I think mega cooling of the water is a likely weakpoint in my setup.

Edited by Nev, 11 August 2011 - 05:56 PM.

[The Batman]

Yeah i was thinking directly behind the front tow mount, Dunc only reason j think this is a good idea IMO off course and by no means I have any calculations so it could be wrong and await to be corrected! I think the bigger or should I say more area of radiator thins to disperse the heat the better I don't know how effective the turbo heat exchanger is, I'm thinking on purely a SC cc install. Possibly think about putting the cc tank in the boot or behind the seats would also limit heat soak Nev being taken apart at my house

Edited by joe_589, 11 August 2011 - 05:59 PM.

[VXT Tim]

When are you going to get it then Nev?

[The Batman]

How about this idea (note I said idea ) Modify the heat exchanger to have 2 x inlet and 2 x outlet and use the heater pipes to save weight and then run a second cc rad at front Without seeing the heat exchanger that you lot use this could be a bad or good idea

[Nev]

Joe, if you are talking about modifying the Pro-Alloy heat exchanger matrix in my drivers side ear, this would be a 'no no' as it is brand new and a super duper uprated strong one with larger inlet/outlets. I think Alex would cry if I sent it back to him and made him change it again ! Not to mention its a clam off job to get to it out and lots of arm and knuckle scraping. Putting an extra pre-rad in at the front is going to help a LOT, according to Randy. I think the heat exchange matrix itself is quite good, but maybe I could fit another one if it becomes desperate (In the boot probably as there is so little room elsewhere).

Edited by Nev, 11 August 2011 - 06:11 PM.

[The Batman]

Next to none ventilation in the boot and if you did cut big holes in it the heat from the engine would make it's way there, this is why i hate the intercooler setup some people use. And is why it was crap at le mans on a certain couple of cars with the updated one I think another cc rad at the front... Oh and i don't care if it's super duper if there is room for improvements then make them

[techieboy]

Maybe it's as Chris suspects and the Bosch pump isn't pushing the water around fast enough for those charge temps, as well.

[The Batman]

You still using the gay small pump? I have a huge cc pump if you want me to get you one?

[VXT Tim]

this is why i hate the intercooler setup some people use. And is why it was crap at le mans on a certain couple of cars with the updated one

care to give details in the I/c vs cc thread. It's about time that thread fired up again

[The Batman]

I wouldnt want to ruin Nevs thread but a certain somebody with a large intercooler wasn't very happy.... Even before we got to the track