Sounds like a plan. Rob, Mountune supply that Chilton fella his BTCC engine! I might just put Mountune cams in it and put the head on the proper way and a big plenum...
As for the mk2 - changed plans. Putting the 210 hp 12v VR6 in my neighbours T4 van. So, if anyone knows of a smashed up 4motion mk4/5/R32 let me know. Bonus if DSG......
Yeh I know, and comment still stands. BTCC engines are built to current BTCC regs and nothing like what this engine is capable of with a free-er rule book. 305/310hp 2L duratecs now knocking about in privateer hands if you know where to look Awesome engine - takes up where the Vauxhall red top left off. Interesting read: http://www.sbdev.co.uk/History_files/History_PowerGainsSBDDuratec.htm
The Duratec requires an eight-injector set-up to make the headline 304bhp, with the same specification engine making 294bhp with four injectors. As Steve say though, it's not about doubling the amount of fuel going in to increase power: "the advantage of a second set of injectors is to get the fuel to mix as soon as possible," he explains, which is why the first set of injectors are on the engine side of the butterfly, while the second set are added above. "Injectors are used below the butterfly, as otherwise the fuel is just hitting the butterfly when you crack the throttle open." Whereas in this case the second set are only being called upon when it's actually going to benefit the engine's fuelling. Strictly speaking, the eight-injectors set-up's not an essential for a road car, although if it's the 304 bhp you're after then it's the only way to go! "Our eight-injector set-up was designed for Honda Touring Cars in the '90s, and it tends to fade in and out of our systems - if we can get away without using the second set altogether then even better," says Steve.
There is one the races up here (David Headen) that is said to be around 310bhp. There is a sister engine in another car down south (Phil Morris iirc) and both are said to be about the max from the Duratec. I have been told that the dyno results have varied from about 304 to 315. HWR built engines. These were unreliable to start with but they are working well now.
http://www.sbdev.co.uk/Duratec/Fuel Injection Kits, Backplates.htm We also incorporated what we had learnt from the Hayabusa development in that with careful positioning of the injector in relation to the butterfly, we have dramtically improved throttle response & mixture control to the point where we believe that the performance should virtually match that of an 8-injected system without the cost & installation complications. The two pre-production prototypes have been extensively tested by ourselves in a Mk2 Escort (both on the rolling road & competition use) and by Raceline on their latest development 2.3L engines for the Caterhams. They have currently seen over 305bhp on Mountune’s dyno & expect to see maybe another 10 bhp as their next dyno session by optimising the air horn length, where it is perfect for the 2.0L engine needs to be different for the 2.3L engine
Lol, go on holiday for a week and the thread goes wild!! bit OT but all good reading tho. Must be a typo there Luke, a nice gentle easy going 350ish with a "little" headroom if required All going to depend on what I give to you on the start me thinks? S60 launch control time, thoughts Bill?
Yeah right Gary, 350ish my a$$!!!! There is no way you are gonna lull me into that one when we roll up side by side at Pod/Avon then take my money off me [:^(] I am sure the headroom will amount to around 100bhp that you will soon be dialling in.... Remember me and you have had numerous conversations where you were gonna stop cos it was QUICK enough, and then you redevelop the girl for a little extra "headroom" as you put it Cant wait to see it matey... Maybe give me a bell if your off up there to look at it, or even when your collecting it and I will run you up if you like Think your gonna need launch control for sure..! I know the perfect chassis for you to drop the engine into if you wanna buy it
I would need to fit ABS sensors to enable launch control.. too late to add them as hubs are built up What I can do, depending on how high we want to turn it up, is run N75 via a steering wheel button, so its actuator boost pressure for launch.. (like what badgerwagen will be running next race)
So what will you do just stop the duty cycle of the valve so that it runs actuator pressure while the circuit is broken and then allows the circuit to re-enable when you've got going? Cool idea
yea, basic open circuit with button depressed, and let go and it will do as its told to by the map. I run my ibiza on fixed duty cycle mapped to sweep across the load/rpm sites building up to make it as progressive as possible. simple on-off switch will drop onto actuator pressure yes, which will be better for launches, if thats your bag. as per badgerwagen
Hi Bill, What sort of actuator pressure will it run with an open circuit N75? Does the S60 ECU compensate fuel vs boost pressure like previous DTAs, so you can have nice dynamic boost settings even in gear etc... Looking forward to seeing it Or when Gary normally pop round to see me, HEARING it about 5 minutes before my doorbell rings!! Luke
S60 has more turbo controls than earlier exp/p range I use throttle v rpm map with fuel compensation for boost, and duty cycle map for how i want the boost delivered across the load sites and rpms (to make it as tractable as possible) actuator spec'd for the tial is 10psi same as my ibiza.. low end control for wet conditions more possible with the extended range of boost from lower start point then. I am working on getting a pwm proportioning circuit made, so on the fly dash adjustments via knob will be possible... we will see how that progresses manifold should arrive shortly.. finally! turbo arrives next week. then bang on with the build of that bit.
Bill, there is a scrapyard solution to adjustable PWM 12v output. I need to try it once my VR6T is running...
