I wish I could type faster
I am using same US spec loom,I also imported my engine from the US too.
[Edited on 19/05/04 by PAUL FISHER]
My Phoenix has just arrived in Australia 5 months after my move so it is time to start the ZX10R transplant.
Just wanted to see who elso was doing a ZX10R car and share experiences. I have been working on a wiring diagram for a while now and also have some
ideas about a neat oil cooler take off.
Do we know of anyone who has completed one yet?
i,m three weeks into my zx10 MAC#1 build i,m using an 06 motor which i hope to have running in about 5 weeks or so.
i,m using a us spec loom and ecu so there is no immobiliser system to bypass just the usual anti hotwire device to get round with a resistor.
i.m sure Paul Fisher will be along soon, he's doing a ZX10 turbo MK indy
Rich
There's me,and "bigrich" fitting 06 zx10r's,not sure if there's anyone else at the moment,bigrich is your man for
electrics,Ive not got round to oil cooling bit yet,but on the zx10 theres a main gallery just to the right of the oil sight glass,and a return bung,on
the other side of the block under the generator cover.
I wish I could type faster
I am using same US spec loom,I also imported my engine from the US too.
[Edited on 19/05/04 by PAUL FISHER]
Nice one guys,
I have a UK spec loom, but I have the barrel so I will be using that and keeping the immobiliser. Will you be using a Power Commander Rich? I
recently bought one from back home and it is on it's way over here.
Paul, ZX10R Turbo!? My ZX9R went like a rocket so I was thinking the 10R would be an animal anyway. Having said that, I have bought a complete
nitrous oxide system with digital controller in a moment of madness!! But not sure that will ever make it onto the 10R. Are you gonna do the turbo
system yourself or get a kit from somebody like Holeshot Racing?
I need to get out to the garage and check out the oil galleries you mention.
What are you guys doing about the 'interesting' gearing? I have a 3.38 Sierra diff and am reluctant to mess with it since it cost a fortune
to have built (Quaife ATB). I also don't want to go for big wheels as I am trying to keep the weight (especially un-sprung mass) to an absolute
minimum. I have 13" wheels with Toyo R888 205/60/13 tyres and according to my calcs I will only be good for 120mph at 13000rpm in top – which is
ringing it out a bit! Do you guys know where the rev limit is?
I am going to run a power commander on mine,the turbo is a Velocity kit,stage1,just 6 psi to 8psi boost,230 to 250bhp,I am running a 3.38 lsd diff on
mine,not sure on wheel size as yet,wanted to go 13" 205 60 13,but gearing and traction,having a re think on that,13750rpm is the limit on the new
zx10r's,its the spacing between 5th and 6th which looks very close on the zx10's,but a lot of the new engines,R1's GSXR'S are the
same,may look at 225 50 15's on rear,with a 13750 limit should give me + 130mph should be fast enough for most circuits I use,but may still have
to look out for a 3.14 diff,will have to wait and see..jpg)
Hi what sump mods have u done etc
Birt what is the car in your avitar and do you have a URL for them?
Paul F - very interesting - I've sent you an email. I didn't realise they (Muzzys not Velocity) did 500bhp kits for the ZX10R - feck me!!!
See this:
Doesn't mention uprated internals but it surely must have them!?!?
Email sent,cheers Paul
i'm using a freelander diff with a 3.21 ratio which should give 125ish mph and just over 60 in first
it will be on 13inch rims. as for the power commander not to sure yet i think i;m going to fit a cat and do some emmision checks at work to see if i
can get it through sva without, if thats a no go then i'll get my hand in my pocket again
regards bigrich
quote:
Originally posted by locostv8
Birt what is the car in your avitar and do you have a URL for them?
This turbo talk has got me very interested. I think I would struggle to package it under the Phoenix bonnet though. It is a lot easier to
incorporate a bulge into a Locost bonnet than it is on a Phoenix. Having witnessed Chris Cook spend months making his Phoenix bonnet bulge taller to
clear his XE engine, I am not sure I can go through all of that.
Paul, would it be possible to take a photo head-on of your engine bay so I can get a feel for where clearance might be an issue. As you can see from
my pics, I already have a cut-out for the air filter so this could be similar for the plenum but it looks like the air pipe feeding the plenum from
the turbo would be my biggest problem. I wander if it could be modified to come around the back of the engine and up into the underside of the plenum
instead of up and over the cam cover??
Are you expecting problems with emissions for SVA?
Kev99: I have had my sump shortened, I will dig it out and take some photos and put them in my archive.
Marc
It sticks up about 4" higher than the airbox did Marc,I will have to cut out the MK bonnet,you could turn the plenum the other way round and make
some pipes up,I just thought it best to keep things tight neat and compact,I will take another better frontal picture when I get chance,I can't
forsee any problems with emissions of a turbo engine through sva,cheers PAUL.jpg)
quote:
Originally posted by hobbsy
Paul F - very interesting - I've sent you an email. I didn't realise they (Muzzys not Velocity) did 500bhp kits for the ZX10R - feck me!!! See this:
Doesn't mention uprated internals but it surely must have them!?!?
look at the graph again the thick red 500 hp and the thin red torque traces dont go down that low and the blue 230 hp/109 torque traces only start at
5250 rpm
Rich
[Edited on 4/2/07 by bigrich]
Yes I know that, I am not quite that dumb 
But that means they shouldn't cross at all, they should be already diverging and the bhp should never be below...
Also if you look, the ambient temp is just above freezing with 26% humidity..
Not your typical real world figures either...
Whole thing just looks a bit iffy imho...
At the point the BHP line starts, ie 6250 rpm, the engine is putting out 90ft/lbs which is 107bhp yet the graph only shows 65ish bhp...
65 bhp would be 54ft/lbs at 6250 rpm.. ie roughly the torque at 5252 rpm!
That would make the BHP and torque figures more in line... at the bottom at least...
I've still got the mould! Would be happy to lay one up for you.
I can't believe you're thinking of turboing it when you've only just got it over there - especially when you got all the NOS kit
waiting to go on.
Hang on actually I can
Duh..
Yes that must be it..
Well spotted Chris..
I'll close the door quietly as I go
PS. The temperature of the run still applies, I cannot imagine many people using all that power in near freezing conditions
[Edited on 5/2/07 by G.Man]
Emission is going to be my biggest problem with respect to passing the Aussie Design Rules (ADRs). Unlike the UK, kit-cars have to meet the same
emissions targets as new cars which are very strict. I will have to pay quite a bit of money to have my car subject to a full emissions cycle dyno
test and then probably repeat it a few times having fiddled with the Power Commander until (fingers crossed) I pass. Do you reckon it will help or
hinder my chances if I turbo-charged? I know turbo-charging is more efficient per horsepower but does anybody know if it will be easier to get the
overall emission levels down with forced induction? Obviously, the engine map will be changed to full power as soon as it gets the pass
certificate.
I few other questions Paul, if I may. How are you intending on getting a good flow of air down to the compressor intake? (some long ducting from the
front?) How is the exhaust going to be laid out? It looks like it will come forward out of the turbine so are you going to have a U-bend and exit
the side of the engine bay where it normally would?
quote:
Originally posted by birt
Emission is going to be my biggest problem with respect to passing the Aussie Design Rules (ADRs). Unlike the UK, kit-cars have to meet the same emissions targets as new cars which are very strict. I will have to pay quite a bit of money to have my car subject to a full emissions cycle dyno test and then probably repeat it a few times having fiddled with the Power Commander until (fingers crossed) I pass. Do you reckon it will help or hinder my chances if I turbo-charged? I know turbo-charging is more efficient per horsepower but does anybody know if it will be easier to get the overall emission levels down with forced induction? Obviously, the engine map will be changed to full power as soon as it gets the pass certificate.
I few other questions Paul, if I may. How are you intending on getting a good flow of air down to the compressor intake? (some long ducting from the front?) How is the exhaust going to be laid out? It looks like it will come forward out of the turbine so are you going to have a U-bend and exit the side of the engine bay where it normally would?
quote:
Originally posted by birt
I few other questions Paul, if I may. How are you intending on getting a good flow of air down to the compressor intake? (some long ducting from the front?) How is the exhaust going to be laid out? It looks like it will come forward out of the turbine so are you going to have a U-bend and exit the side of the engine bay where it normally would?
 (2).jpg)
Looking good Paul, i see there is no intercooler. Is there no need for one.
They say not Joe on a low boost set up,6/8psi,the idea is to get it into the engine as quick as possible,no long runs of alloy pipes to get heat soak
on the way too and from the intercooler,less lag,if your running higher boost then a intercooler would need to be fitted to stop detonation,but this
is all a learning curve as I go along,and could be a expensive one,we will have to wait and see
Does the plenum chamber have any internals at all. Or is it just a triangular box?.
Paul,
I have similar concerns over the inlet location and IC air inlet ducts on my Striker, I did think about putting ducts in the lower ally panels like
I've seen on some turbo BECs but I figured they'd rapidly fill with stones and muck. Living in the country it's hard enough to keep mud
and general B road detritus out of the cockpit!
I think I'd opt for the noisier footwell solution so long as it leaves space for feet! I would however box it in, if your turbo blows your
passengers feet would get blowtorched
I'm bringing the SC inlet up and am going to form an airbox between scuttle and bonnet, it will draw air from the trailing edge of the bonnet,
not ideal as it's a low pressure region and will be noisey, but at least its cold air and it couldn't get much noisier anyway! Best
compromise on mine I think. Could you do something similar?
jk
[Edited on 16/2/07 by jkarran]
quote:
Originally posted by welderman
Does the plenum chamber have any internals at all. Or is it just a triangular box?.
quote:
Originally posted by jkarran
Paul,
I have similar concerns over the inlet location and IC air inlet ducts on my Striker, I did think about putting ducts in the lower ally panels like I've seen on some turbo BECs but I figured they'd rapidly fill with stones and muck. Living in the country it's hard enough to keep mud and general B road detritus out of the cockpit!
I think I'd opt for the noisier footwell solution so long as it leaves space for feet! I would however box it in, if your turbo blows your passengers feet would get blowtorched
I'm bringing the SC inlet up and am going to form an airbox between scuttle and bonnet, it will draw air from the trailing edge of the bonnet, not ideal as it's a low pressure region and will be noisey, but at least its cold air and it couldn't get much noisier anyway! Best compromise on mine I think. Could you do something similar?
jk
[Edited on 16/2/07 by jkarran]
If the turbo you are using is designed for 30 psi, is there not scope for using a smaller one to save weight, it looks quite hefty? Do you knlow the weight of the turbo unit?
Ive not weighed the turbo on its own birt,but the whole turbo kit weighs only 9kgs!!,and that included the box it came in,so I suppose a smaller
turbo could weigh a kg less,as most of it alloy it is very light anyway.also you have still got scope for engine modifications in the future and turn
up the boost
Just could not help myself, this it part of todays welding session..
Rescued attachment v.jpg
Yup Chris, going to have a go, sold the mini on Monday so decided to take the plunge and go for boost. pictures now in archive and all comments good
or bad welcome from fellow builders. Bt the way ive asked Mr Fisher wether its a problem the turbo being so flose to the blade engine see picture (8mm
close).
JoeImage deleted by owner
Ah good thinking there, i knew this forum would come in handy, see the sprint is coming on too.
Should not be a problem mounted close to the engine Joe,the instructions for the kit Ive got tells you to mount it as close to the block as possible,you can ajust this distance on mine by tightening the top set,or bottom set of header studs first.
Thats a weight from my mind now, after fabing up the headers today i though i was gong for a cut and shut, how did your close ups go.(ooh er)
I will take some close up's in the morning and post them in my archive of the oil feed,and return,by the way your turbo looks bigger than
mine
Also with the compressor being on the front of the engine now,it should make the job of a link pipe up to your plenum easy,or are you going for a
intercooler
quote:
Originally posted by PAUL FISHER
I will take some close up's in the morning and post them in my archive of the oil feed,and return,by the way your turbo looks bigger than mine
Also with the compressor being on the front of the engine now,it should make the job of a link pipe up to your plenum easy,or are you going for a intercooler
sorry. Paul, can the velocity kit be setup with the compressor pointing forward like welderman's? This would make it easier to feed with air via
ducting from the front and also make it easier to route the exhaust off the turbine (ie no need for an 180 deg u bend)? It looks like it might be a
clearance issue with the lower chassis rail though.
Have you found that the engine has to sit higher relative to the chassis to make room for the turbo or is it where it would be if there were no turbo
fitted?
Marc
Ive not tried it the other way round Marc,don't see any major reason why it could not be adapted to fit,it would need some major re-routing of
the compressor side though as I think it would then be very close to the block under the headers .aIthough I can't see a problem with a 180
degree bend in the exhaust,or the routing of the induction straight through the bulkhead.Most other kits have this standard configuration
The engine was positioned and fitted before I got the turbo kit,so height wise its in the "normal" position,I did move it across to the o/s
a extra 2" to give clearance for the turbo on the n/s,it was all gess work,it just so happened the turbo fitted ok
Rescued attachment IMG_1469-749932.jpg