quote:Originally posted by Mr C
Quick summary for you..
Paul's way... Winner
Everyone else's way... Loser
Just trying to pass on my almost 27 years of owning a seven.
At the end of the day do what you want but a novice in a 350 bhp car is not sensible IMHO. Build the car, get to know the car and then decide what you
want out of it after some miles.
^^^definately not the dead novice at the bottom
I do agree with Paul to some extent,in the fact that endless power is not always the answer to a fast car! Like he says,the top bike engined guys are
very very fast with modearate power.
But on the flip side,not everyone has the same views and there is no correct answer as its personal. Jeff w's car will out drag most things in a
straight line,and sounds epic at the same time. But on the hills probably wouldn't be 'at home' so to speak. Which is probably why
he doesn't do them!
There is an element of weight involved as well. A 'good' BEC Westfield or Striker will be close to 400Kg and kick out not far off 200BHP.
Mine is 630Kg and 397BHP so on short tight circuits I would lose out to a BEC but, at circuits like Goodwood, Combe or Hethel the Phoenix has an
aero advantage and the extra power comes into play.
So light nimble cars do best at tight circuits and hillclimbs and lardy fast (epic sounding) cars do best on open fast circuits...who knew !
quote:Originally posted by matt5964
I have a crated zetec jenvey said, k6 emerald, dunnell head work, cams, arp, bigger injectors, light flywheel simpson exhaustetc and have 221.3 bhp
and 178.9ft/lb. [Edited on 3/6/15 by matt5964]
O/T - Out of interest, what make and duration of cams are you running? Any pics..
Custom dunnell cams.
Ain't got many pics on hear as its a faff to upload, what do you want to see?pics off have some on track, some of exhaust, engin bay?
You can't beat N/A for noise,response or smile factor
I would beg to differ....
I understand the N/A is best and you can't use more than 10BHP in a lightweight car on the road attitudes but....how many of the people with
these attitudes have driven a high power Rotrex car? I'm not talking Turbos with large torque spikes which spit you off the road but the
endless linear push you get from a Rotrex.
Well I've only driven Honda fn2 charged, merc's charged, charged corrardo and a charged 350z, don't get me wrong they were all good
in there own right but.. Prefer N/A
quote:Originally posted by jeffw
None of those will be Rotrex'ed
What makes you say that? Granted the g60 was not it was tuned by jab a sport, but the FN2 cert was and I thought the 350z was, and there are plenty
about.
Well the Merc isn't, the G60 isn't and I assumed the rest. Anyway, it is a mute argument and you have stated your position and I've
done mine. End of...
The box itself doesn't but you can add electronics which senses the position of the potentiometer barrel and therefore 'sees' when
you change gear. This event is then sent the ECU which will retard the ignition and thus allows flatshifting.
I have a Geartronics on the car but it is not wired yet so I am lifting the throttle slightly to change up.
The thing i've found with a rotrex compared to turbos or positive displacment type superchargers (Eaton's etc) is the engine runs and
drives just like a more powerful/larger NA engine. The engine has exactly the same rev range and characteristics but with a lot more power
everywhere.
As for how much power is to much, i think it's more important on how the engine delivers the power in a light weight car. 'Big'
power is fine so long as the engine is smooth/tractable and there's no big jumps (such as with a small engine, big turbo and loads of lag) along
the way in the power delivery.
