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[MD]

Yes, that is very helpfull Dennis. As you can see the curvature at the air box is the compromise. Shame they didn't get some trumpets going inside the air box. Not an ideal hook up in my opinion but I suppose you're gonna shoot me down by saying it makes 500 Kw and so I'll pull my head in..

Here's and update on the cage..

The only thing missing here is Jim Greek sitting on a fruit box inside the cabin with his baseball cap on backwards complete with startched scarf hangin' out the window going, BRRRRMM, BRRRRRMMM.

Hey Bird Brains- don't you go quiet on me !! ( I can't get a cattle prod to any other bugger on this site, they are all way too nice people)


....err, Sorry about being off topic.

[Dennis]

Mike,

The trumpets are inside the airbox and are full radius I will post a pic this weekend. I will alter the airbox to my own design because the airbox isn't good. It's WAY to big so there is no ram effect.

Anyone have a suggestion on my CR dilemma? I'm waving BIG schnitzels in the air.......

[Mats]

Dennis: Is that COP or do you have the coilpacks hidden somewhere? Details on that dizzy convestion is also interesting.
Is that a 7+" I see??

btw, IMHO there is no RAM effect what so ever on any car so keep the airbox. Big volume = more power up top.

Max 10.5:1 CR? Find a new engine builder... What cams are you using btw?

MD: How tall are you? Do you actually fit in front of that main hoop? I wouldn't. Besides that it looks fantastic!

Edit: MD, Just noted that you do not have any pipes going straight back/down from the main hoop. That would never be accepted here and would not be able to race, also you would need the same going back/up from the bottom ov the main hoop and back.

[Dennis]

Dennis: Is that COP or do you have the coilpacks hidden somewhere? Details on that dizzy convestion is also interesting.
Is that a 7+" I see??

btw, IMHO there is no RAM effect what so ever on any car so keep the airbox. Big volume = more power up top.

Max 10.5:1 CR? Find a new engine builder... What cams are you using btw?

Hey Mats,

It's not my car in the picture. I posted it because it has the same intake manifold, ITB's and airbox. It has BMW COP. no coil packs and I believe the reworked dizzy is for a hall sensor so they can fire it sequentially.

7+"? I don't know what you mean.....

About the CR. The guys that have built these TS engines are getting 220-230 hp from them. So they must know what they're doing. The carb engines they've built have a CR of 12-12.6:1. However the TS engines kept detonating if they went higher than 10.5. I find it strange aswell, but I don't want to shell out all this cash to find out my engine is detonating like hell on the dyno

I don't know what cams to use yet. I'm bit of a noob when it comes to racing engines. JK offered to choose a cam for me, but he needs flowbench data to do so and the head isn't ported yet..... Any ideas?

[Mats]

7+" = Seven and above inches. That hose is HUGE.

No cam? You chose a cam first, then you can demand the CR from the cam manufacturer or simulate it (insert expensive software here) or trial & horror to get a value. But the cam profile must come first.

[Dennis]

aaaaah, so that's what you mean! Yup, my hose is huge

It's even bigger than 7". I guess it's diameter is about 25 or 30 cm.....

I lack the knowledge to choose a good cam for my engine. The pistons still have to be chosen aswell. I'm aiming at >200hp with a lot of torque over a wide rev-range, no big hp screamer. Any suggestions?

My arm is getting tired from waving that schnitzel in the air. I thought JK would have picked up the scent by now.

[Zamani]

Dennis,

Wow, that looks like an E30 M3 airbox . It's very strange that a TS with better heads and 2 sparks can suffer detonation at 10.5:1 while the nords can go higher??? Maybe it's from bad ignition mapping? Just seems very strange. I'm running 10.5:1 in my 3.0 and I don't think I have problems with detonation with 97 RON and CB 10.4mm cams.

[Micke]

They probably just timed the spark like a Nord engine.
Or they are seriously mushrooming.

BTW, you don't want big HP - just > 200. What do you consider big?

[Maurizio]

BTW, you don't want big HP - just > 200. What do you consider big?

Updated my bottom end thread, no life experience to share

[Mats]

I'm aiming at >200hp with a lot of torque over a wide rev-range, no big hp screamer. Any suggestions?

Hell, if I could build engines like that with a "trackday-guy" budget I would set up a shop instantly, the line would go around the block.

[MD]

Matts

We seem to have evolved two topics here which is bit naughty so I'll sneek this in 'cause I know it's just you and me lookin' at this..

Unless I am not clear on what you said or you are not clear on what you see, there are two cross brace bars coming from the top of the main hoop and going down to the rear and fixed to the damper turrets. (see photo) I believe this is what you mean?

The bars you suggest from the base of the hoop going back are a possibility but a careful look at it suggest that the bottom sill section and the rear wheel arch combine to create the same triangulation and so the the addition of and extra member here will be a duplication of strength and just not called for. That's my story and I'll smack anyone over the head with 2kg schnitzel who doesnt agree with me..

[MD]

Dennis,

Back on topic track I hope..

The cam suggested to me by two very competent guys in the game for my TS race engine was the Alquati 308/47. (Please see a picture that I stole out of JK book)(just trying to promote it as a useful reference JK).

As for the torque range, well it's never going to be a street machine, but to spread the torque as much as possible, you need to make the intake runners as long as practically possible and tune the exhaust system to the rev range you think you want the torque spread over...and don't say 6000 rpm !!! ( I know you are too smart for that, anyhow) Remember it's not a turbo so a big ID on the exhaust may work well between 9500 and 10,000rpm but it's not where you want to be. Small ID is good. If you can manage a range of 3000 rpm, that's workable. Once again, short primaries, small and peaky torque. Longer primaries, broader (and less) torque. Everything is a compromise..

[Alfettish]

Matts

We seem to have evolved two topics here which is bit naughty so I'll sneek this in 'cause I know it's just you and me lookin' at this..

Unless I am not clear on what you said or you are not clear on what you see, there are two cross brace bars coming from the top of the main hoop and going down to the rear and fixed to the damper turrets. (see photo) I believe this is what you mean?

The bars you suggest from the base of the hoop going back are a possibility but a careful look at it suggest that the bottom sill section and the rear wheel arch combine to create the same triangulation and so the the addition of and extra member here will be a duplication of strength and just not called for. That's my story and I'll smack anyone over the head with 2kg schnitzel who doesnt agree with me..

Oh my, is that an Alfetta Sedan? If I was wearing a hat I'd take it off to you.

[Maurizio]

@MD, off topic but can't leave it

That's my story and I'll smack anyone over the head with 2kg schnitzel who doesn't agree with me..

Ok, start smacking....
The body doesn't have a straight line there, so for force distribution not ideal.
So I wouldn't call it triangulated! But you created a virtual rotation point with the 2 upper crossing beam. One beam from the fi left bottom main hoop to a shock tower on the right would fix that.

[Mats]

What he said.

Also, I tend to agree with the FIA rules on cage design and discard anything that is designed with american racing in mind (jumps down in crouching tiger stance ), FIA rules are based on experience as well as engineering and works very well.