There's some pics in the Gallery. http://www.clubgti.com/forum/showthread.php?t=245635 I'm going to ditch the internal trigger wheel and use an external crank driven one. I'll add some of the technical detail on the current car/motor/gearbox by way of comparision tonight. Basically this motor is for a new car with better everything than the old car. I've out grown the old one and want to go faster, but I'll be more specific later on tonight.
OK random brain dump commences now.... This is the current motor. in the current car It makes this much The motor is a hybrid built from whatever I could lay my hands on. Engine Spec is Stock low mileage 2E bottom end from a Japanese Vento front cut I bought for $50. 1800 KJet head with big valves and a lot of porting (ebay purchase) 40mm Dellortos 145 main jets, 34mm venturis. Cam is Techtonics 306 solid lifter unit. Compression ratio is unknown but should be reasonably high with the 1800 head and the VWMS head gasket. Ignition is a MK2 electronic dizzy with vacuum advance removed and curved on the dyno. 4-2-1 extractors into a 2 inch exhaust system. Clutch is a 210mm 6 puck sprung centre disc and HD pressure plate setup by SPEC (I blew up a 16V one first) Gearbox wise it's a 4K close ratio gear set inside a CHB casing and fitted with a Wavetrac diff. 3.94 FDR (tyres are 185/60/14 Toyo R888) I've developed this motor over the last few years of racing and it's quite reliable and gives good performance for what it is. The concept behind this car was that it was to be a club level racer for me to get my hours back up after many years of not racing. It competes in a modified street car category in club and state level sprints. It's still got most of it's interior trim and is pretty heavy. Now that I'm getting consistent with this car it's time for an upgrade into a lighter 2 door MK1 shell purpose built for racing only. As I race sprints, it's all about laptimes for me. The current setup gives me good corner speed and good braking ability but lacks straight line speed. It takes the entire length of the straight to wind it up but it does punch through the corners pretty well. As to telemetry what information would you like to know? I can plot data pretty much any which way Our classes are broken up by engine capacity I want to remain in an under 2000cc class. Forced induction is not an option as they apply a multiplier to determine which class you fall into. 2000cc becomes 3400cc. here's the multipliers FYI a) Rotary engines: x 1.8 b) Rotary & Forced induction engines: x 3.06 c) Forced induction spark ignition: x 1.7 d) Forced induction compression ignition: x 1.5 e) Compression ignition (naturally aspirated),: x 0.8 f) Hybrid compensation factor: x 0.8 The logic behind the choice of ABF was simply to start with the motor with the most horse power stock and work from there. Now that Chris has pointed out that the ADZ is a viable block to use as well, that puts the Eurospec kit back on the table for consideration. Other than it not really being FIA spec, what are people other observations on that kit?
Easiest way to get an idea of the situation might be to come for a ride Data is a couple of frames out of sync but you'll get the idea. Speed is in Km/h Red number is gear indicator [YOUTUBE]HlHsXHDiMeA[/YOUTUBE]
Peter, Excellent data. I was hoping your baseline for the car was performed either on a Mainline or DD unit. Makes like easier for analysis. 80kW (107hp)@ at the wheels or 96kw(128bhp)@ ~6500rpm, does not look to bad considering you inlet temps were very high at 45-50 deg C. I can transpose that data in a spreadsheet to gain further understanding. A stock ABF motor would have a similar shape with much more torque that what you demonstrated though. Far more if it were carefully modified. PS, I was reminded of your current build thread by the link you gave earlier. fantastic fabrication skills you have indeed
phillip island- bet thats a fun track day what aquisition software is that? ive got some casey stoner ducati gp10 data from there.
Phillip Island is my favourite track. The previous video was from Sandown. Down below is a video from Phillip Island, this time the speed is in MPH (because I ticked the wrong box). The organisers didn't allow passing on the warm up lap so it's a bit slow initially. Click through to youtube and watch it in High Def, Phillip Island is a spectacular track. The data analysis software is by Race Technology http://www.race-technology.com/language.php?url=%2F I'm using a Race Technology DL1 & Dash 2 package I picked up second hand to gather the data. I'm still learning how to use it, it's really destined for the new car but I thought I'd best give it a run so I get to know how it works. The Dash 2 will be the only instrumentation in the new car. [YOUTUBE]b2-oJDmZL40[/YOUTUBE]
Cheers, The inlet temps have been an on going issue and perhaps another reason to head down the 16 V path. On slow events like hillclimbs I'd get the carbs so hot the fuel would boil right out of them. Since that last dyno run I've done a few things to address the issue. Temps are a lot better now and the car is running well. Heat shield under the carbs air duct from grill to blow air accross the carbs softmounts to stop heatsoak from the manifold ceramic coated the headers
Those improvements will certainly help when the bonnet is closed and the vehicle is moving. The real life road result (Gs) would be closer to the suggested dyno test measurement as a result. I have to have a closer look at your plots and dyno intake temps from the probe to ascertain what was happening between tests then workout a speed quotient before comparing the 'tractive effort' with engines that have been tested here. Does you logger record Gs in addtion to the time and vehicle/engine speed? I will contact you offline about some other observations .
Cool, that would be much appreciated. The logger is recording Gs. It has a 3 axis accelerometer which can read up to 2G 10Hz GPS RPM input Other than that I've only got a couple of things wired up to test it out. Battery voltage brake switch water temp What format would be best to share the inforamtion? I think I can export it to excell or if anyone is handy with the V8 analysis package you're welcome to play with the complete log file.
Here's a download page for two versions of the same run from Sandown. right click and "save as" to download the files vwforlife.com/kameiproject The .run file is the native output of the logger. It can be analysed with the Race Tech software which is a free download but a very steep learning curve. and the .csv file of the same run that should work OK in excel or most other applications.
That's an interesting update. Cheap, as in too cheap would be my initial reaction. I'd buy that, and then be worrying about what it's made of. That's pistons, rods and crank for the cost of 4 pistons from Lehmann! Note JEs. Real ones are Mahle. Rods? Real ones are Pankl. etc!
It would cost approx double that at UK prices...around 2,800 + v.a.t for crank rods & pistons if using decent stuff...plus bearings & head gasket. .around another 120 + vat. Mind you everything is cheaper and on a bigger scale in America..but still... You can get away with the std crank for most sane applications Peter, Forged pistons will be needed for much over 11:1 c.r & steel rods much over 215-220hp & regular visits to 8k for long periods.
