clubstylus

One for Nissan Man -Jasper
The SR20 is positioned in the Phoenix, I want to keep as much of the 'upgrade' fitted to the old S4 Esprit engine as possible, and one of these is the Electric Water Pump. I've only seen the SR 20 in the car for a short time as it is 50 miles from home, but I am planning to spend most of this saturday at the workshop, am I right that the thermostat is in the 'bottom' hose, i.e the feed of water from the rad to the engine? (as opposed to the normal position in the top hose wher the whot water leaves the engine?)

Status at the moment is Engine mounts, Ali Rad fabricated, new intercooler and headers beeing fabricated, I have also bought a Microtech ECU, which is mapable, engine is being solid mounted, it is 4 inches higher than the Lotus unit so front is away having a new bulge fitted, plan is to leave the back of this bulge open to let the air out.

There is a SR20 specilist jut up the road from my mechanics, he saw the engine being delivered and reakons he can get 400 out of it, but I plan to run it this year as is. Cost wise I bought acomplet from end of a nissan, bumper to B pillers, even had carpets, for 1300 pounds, came with all the bits to fit, was run before purchase and gauranteed, it is aJpanse car cut in half and shipped in.
Kelvin

Sounds like good progress is being made. I run a Microtec ECU on my rotary engined stylus, nice simple ecu which is easily mapped.

Did it come with the front cut? or have you had to buy it separately?.

To answer the question, no I bought the microtec aon its own.

Very exited today, (Friday 8am and just got to work) had a call last night from the mechanic, and engine run on wednesday night, and all Ok they plan to take it to the Dyno at 10Am today, and he asked me what power I wanted, as he said he can get anything up to 400. We are starting with high 2's or low 3's.

My original car was built from my old Lotus Sunbeam, and had the Engine block upgradee to an S4 Esprit, painted in team Lotus colours, but now with the SR all the classic under bonnet simplicty is gone, the swirl tank, fuel pumps, battry and ECU are in the pasenger area, and it 4 coil packs on the bonnet under the bulkhead, bost gausfges, blow off valves etc, all the pipes are stainless steel and blue silocon and hoses are all braided, complet new look, looks great but no classic or simple.

I'll post the BHP when I hear, which maybe before you lot are awake and read this.

Rob the budget went out the window, wont know the final figure as the same guy is also building me another Locost, and has just rebuilt a cross flow for me, so while I've paid I wont know how the money is split until his wife does the accounts, but somthing like 4,000 pound for engine, fully fitted with nloads of new birts.

Now 2:30 loacal time, and news is 240 BHP at the wheel and they are still fine tuning, problem is they are breaking traction and getting trouble to read more, car was 624 kg with the old engine, and runs 7 inch full slicks, so 240 at the wheel is what? somthing like 280 at the flywheel?

Berw wrote:Now 2:30 loacal time, and news is 240 BHP at the wheel and they are still fine tuning, problem is they are breaking traction and getting trouble to read more, car was 624 kg with the old engine, and runs 7 inch full slicks, so 240 at the wheel is what? somthing like 280 at the flywheel?

I personally feel that there's an optimum power that can be usefully used if competition driving as opposed to road fun. Also not sure what new front weight and distance from the wheel centres you now have . It has a disproportionate effect on handling(IF OVER THE FRONT WHEELS) even if the change , if any , is small ---- ie. entry/exit speed , understeer etc
Since repairing my car the front end is lighter but only a ' few ' kgs --- 5 ish. The EXIT ON RIGHT HAND CORNERS now keeps me feet away from the left rumble even pushing harder so there's more speed on entry to exploit --- all very useful in circuit competition
You say yours weighed 624kgs previously . Mine weighs 609kgs . Although I'd like more bhp for the straights , I'm not sure it would make a quicker lap time regarding possible cornering speeds The 540bhp GTD40 was 1.3 sec's slower than me at Goodwood despite his 160mph speed down the Lavant straight with my top end being 135mph max using just 231bhp
With that in mind , I reckon 280bhp is probably your optimum , if not less 400bhp may well be slower in 600 odd kgs

Rob, I agree with you I can over power it, but I've achieved my goal, of getting somthing I can fixr here and they understand, (i.e. jap). They have just told me that they had the one reading of over 240, but now they can not get he engine above 5,000 rpm without spinning the wheels, and they spin all the way to 7,000 and the rev limit.
The readings are 5,000 Rpm 221 Bhp, and 221 ft lb, Any idea what the max reading may be? (calculation/extrapolation).
I have arranged to take the car to Sepang for the day on Tueday next to test, and the mechaniacl team ar coming with me so we will know more then.

Berw wrote:Rob, I agree with you I can over power it, but I've achieved my goal, of getting somthing I can fixr here and they understand, (i.e. jap). They have just told me that they had the one reading of over 240, but now they can not get he engine above 5,000 rpm without spinning the wheels, and they spin all the way to 7,000 and the rev limit.
The readings are 5,000 Rpm 221 Bhp, and 221 ft lb, Any idea what the max reading may be? (calculation/extrapolation).
I have arranged to take the car to Sepang for the day on Tueday next to test, and the mechaniacl team ar coming with me so we will know more then.

H'mmm --- it's that 221ft/lbs that'll make your lap times and if she oversteers/with the rear spinning up then you can always lower the wedge(ie. if the rear is 20mm's higher than the front right now , for example --------- drop it to 15 or 10mm's or untill the understeer is beyond your liking )

This is the fun part for me , playing with set-up

The dyno result were 221 BHp at 5000rpm, than they lost traction and could not get traction back until 7,000.
So my calculations/research is the std SR20 gives 185bhp at 4,800, so I am about 35 bhp infront, std engine is then 220bhp at 6400, so assuming I stay 35 Bhp in front I'm looking at 255 BHP, assuming a 17% transmission loss that gives me 308 at the flywheel, any one (Nissanman? got any better info). Almost exactly 500 Bhp a tonne.
I am about to finish work now and go to the track for testing.

Ran the car at Sepang for testing, the SR20 engine is fantastic, don't know the weight yet as the scrutineering post was not open. Running 7psi boost the car easily out accelerated everything on the track, including GT3 porche, a new M6, Evos and Impretzs, and all the cars running in the Malaysain Super Series, saloon car catogry (which includes several vey serious Honda typr R's).
Spent some time testing and no cooling or oilsurge problems, but brakes are gone (I've posted a request for info as a new item, please advise me if you can help), Time with the brakes gone, including a trip down the run of area at turn 4 was 2.40. A fast Evo and well driven does 2.45.
Work now contiues to sort out varios items like the lights (as we riped out the old wiring harness), fan, anderson plug, gauges etc, and of course the brakes.

Raced the car in anger for the first time yesterday, had a Ist in class in the first race and a DNF in the second due to loosing a fuel pump relay. Engine is fantastic, clocked 160Mph at the end of the start finish straight which is 7000rpm on the rev limiter. Only things faster had 60O+ Bhp 427, Ford V8 in them.
Had almost no brakes so I destoyed the gear box, over the weekend, the start streight was OK as they had time to cool a little, but they had not cooled by turn 4 and gettign around this 90 right hander was very hard on the gear box, a replacement box and upgraded brakes are now on for the winter, with a change to 17 wheels to get over the brakes.
The S14 engine is absolutly fantastic

Bloody well done Kelvin , isn't it great when a plan comes together , especially when you can kick arse to the big bhp guys No doubt you surprised a few guys

Hi Rob, yesw we have some serious cars in our series, Corvette with an 8 Liter V8, a Shelby Mustang, and A TVR 5000M, thelast two tun Near Nascar spec engines with over 600 brake, and these were the only three cars faster than the Sylva down the straight. Currently fitting a new grear box and upgraed brakes, the drum brakes on the back caouldn't cope with stopping from 160 Mph plus. Problem with running the cat at Sepang is the two traights are out and out power, so being sutble doesn't work.

Berw wrote:Hi Rob, yesw we have some serious cars in our series, Corvette with an 8 Liter V8, a Shelby Mustang, and A TVR 5000M, thelast two tun Near Nascar spec engines with over 600 brake, and these were the only three cars faster than the Sylva down the straight. Currently fitting a new grear box and upgraed brakes, the drum brakes on the back caouldn't cope with stopping from 160 Mph plus. Problem with running the cat at Sepang is the two traights are out and out power, so being sutble doesn't work.

Sounds a lot of fun Have you sent in your recent upgrades and track experiences to Chris Jenkins ' book of Sylva marques ' photobucket site

160mph...............in a stylus.....................
bigger balls than me!

norma wrote:160mph...............in a stylus.....................
bigger balls than me!

He's got a Pheonix not a Stylus and posts up here since fitting one of my front ARB's . All very similar abilities the Pheonix , Fury and Stylus , chassis wise