Doesn't that put you around 640bhp/t ?
Just back from TTS Performance in Northampton who spent all day making and fitting a custom intercooler and pipework. Final Dyno run was 397BHP and
297 ft lb
[Edited on 16/4/14 by jeffw]
No words, just...
Doesn't that put you around 640bhp/t ?
620 Kg (without driver) gives 640BHP per ton.....or adequate as we say in Kent 
Fantastic - looking forward to seeing it at Debden, I will need a quicker camera now !
That's a nice result Jeff ! Even more than you expected if I'm not mistaken. More importantly how are your charge temps looking after the
new intercoler? Did you manage to get the claimed 15deg above ambient?
You must be one of the most powerfull zetecs out there now!
[Edited on 16/4/2014 by ashg]
shit the bed!
Wow. . I have 170 and think for the most part that is adequate. ...
inlet temps where down from 65+ deg C to a max of 34 deg C on the Dyno so yes, inlet temps down.
One of the biggest gains was when the air filter was changed from a CBS carbon can to a K&N cone filter, the car immediately gained significantly
from 4000 rpm onwards. Of course without the rest of the changes it wouldn't have done this but even so I was shocked at the difference.
Anyone want to by a slightly used Carbon canned airfilter ?
[Edited on 17/4/14 by jeffw]
TTS where great, they normally wouldn't do this work in 1 day but agreed to this time....Arrived at 0800hrs and left at 2030hrs and Darren still
had to put his 600BHP Exige S1 back together for Friday at Angelsey. Great bunch of guys who worked very hard during the day I was there.
Proper monstrous performance - what was the power/torque before?
What's the full engine spec?
Bloody hell, your catching us up, we'll have to get out 462bhp zetec back in the workshop! :-)
That's really really good power for a supercharger setup, what boost are you running now?
quote:
Originally posted by jeffw
620 Kg (without driver) gives 640BHP per ton.....or adequate as we say in Kent
quote:
Originally posted by BaileyPerformance
Bloody hell, your catching us up, we'll have to get out 462bhp zetec back in the workshop! :-)
That's really really good power for a supercharger setup, what boost are you running now?
Nice one Jeff. That intercooler certainly looks serious.
Also interesting that (what looks to me like) your polo radiator is up to the job.
Just one question. Where do you get your inlet air from? Is it drivers side "pod" behind the front wheel?
Hi Matt
Yes, inlet is from the Pod on the drivers side. I'm going to put a lid on the sidepod and then put large holes in from the side for the
airfilter to breath cold air.
Awesome, i bet thats a right handful!!!!
Hi jeff, that's absolutely fantastic power at that boost, your whole setup must be very efficient.
We are running 27psi to see 462bhp
My 3 door Cosworth YB runs 30psi to see 360bhp
We are planning on getting the zetec turbo back in the workshop soon for MSD ignition upgrade, we also need to dial the cams in as there on ford marks
at the mo.
I think we will see over 500bhp when we get everything sorted, the customer us running a stock RS turbo gearbox so I'm expecting that to blow
soon!
The if I'm remembering things correctly the head on jeff's engine is a little bit special along with the cams rods and pistons.
quote:
Originally posted by daveb666
Proper monstrous performance - what was the power/torque before?
What's the full engine spec?
Hi jeff,
May have asked you this before, would love to know your cam specs, we are using piper 285s.
quote:
Originally posted by BaileyPerformance
Hi jeff, that's absolutely fantastic power at that boost, your whole setup must be very efficient.
We are running 27psi to see 462bhp
My 3 door Cosworth YB runs 30psi to see 360bhp
We are planning on getting the zetec turbo back in the workshop soon for MSD ignition upgrade, we also need to dial the cams in as there on ford marks at the mo.
I think we will see over 500bhp when we get everything sorted, the customer us running a stock RS turbo gearbox so I'm expecting that to blow soon!
quote:
Originally posted by BaileyPerformance
Hi jeff,
May have asked you this before, would love to know your cam specs, we are using piper 285s.
Koenigsegg Agera 4.7L V8 - [2010] 696.1 bhp per tonne
Koenigsegg CCX 4.7 V8 Supercharged - [2006] 683.0 bhp per tonne
Porsche 9FF GT9 - [2008] 680.6 bhp per tonne
Gumpert Apollo Enraged 4.2 V8 Turbo - [2012] 654.4 bhp per tonne
Bugatti Veyron 8.0 litre W16 Super Sport - [2010] 644.1 bhp per tonne
Jeff's Sylva Phoenix !!!!!! 640
Ferrari LaFerrari 6.3L V12 - [2013] 628.6 bhp per tonne
Gumpert Apollo S 4.2 V8 Twin Turbo - [2009] 616.6 bhp per tonne
Between 600 and 500 bhp per tonne.
Bugatti Veyron 16.4 Grand Sport Vitesse - [2012] 594.9 bhp per tonne
Caterham 7 620 R 2.0 L Supercharged - [2013] 570.6 bhp per tonne
Pagani Zonda Cinque 7.3L - [2008] 560.3 bhp per tonne
McLaren F1 6.0 V12 - [1994] 550.0 bhp per tonne
Ariel Atom 300 Supercharged - [1999] 545.4 bhp per tonne
Radical SR3 1.5 16V - [2001] 541.9 bhp per tonne
Bugatti Veyron 8.0 litre W16 - [2005] 530.1 bhp per tonne
McLaren P1 3.8 V8 Hybrid - [2013] 521.1 bhp per tonne
Noble M600 4.4L V8 - [2009] 520.0 bhp per tonne
Caterham 7 Superlight R500 - [2009] 519.7 bhp per tonne
Pagani Huayra 6.0L Twin turbo - [2013] 518.5 bhp per tonne
BAC Mono 280bhp - [2011] 518.5 bhp per tonne
Caterham 7 Superlight R500 - [2000] 511.1 bhp per tonne
Nissan R390 3.5L V8 - [1997] 500.9 bhp per tonne
U still running the Bgh box ? With that power how the hell do u keep up ?
Still running a BGH Type 9 (E8)
http://youtu.be/UXH17oSxbxE
Goodwood sprint from today....
150, I think I'll quit before I begin. Awsome!!!!!!!!!!!!!!!!!!!
One of the runs showed 158 down Lavant....I cocked up the chicane on that run.
That's proper now Jeff you should be chasing down mr Cowper this year then,
What's your car geared for top end as it pulls to 150+ mph with ease,
Looks superb will have to come out and see you in action
Great progress and work
Sean
good stuff!
keep testing the axle and box so i know im good for some more power in mine
The gearing is good for 164mph on the current redline. To be honest if you don't hit it at Goodwood you are not likely to anywhere in the UK
(Snetterton or maybe Thruxton I suppose).
The gearbox and axle survive because it is a Rotrex charger and is very soft on transmissions.
As for taking on Duncan.....he is in a different league again !
Hi jef.
What's ratios are you running in the gearbox and diff ?
My type 9 seems ok with 272/308 but I'm just flying straight to redline I'm 5th and cruising at 70 @ 3.5k isn't ideal.
You ratios sound much better
[Edited on 20/4/14 by Ben_Copeland]
Ben
It is a 3.54 Diff and the box has a 0.82 5th Gear.
I'm hoping to find a 3.38 diff and put my LSD into it, keep the box standard for now as it might not last.
Not sure what mine is. Either 3.6 or 3.9
[Edited on 20/4/14 by Ben_Copeland]
quote:
Originally posted by jeffw
The gearing is good for 164mph on the current redline. To be honest if you don't hit it at Goodwood you are not likely to anywhere in the UK (Snetterton or maybe Thruxton I suppose).
The gearbox and axle survive because it is a Rotrex charger and is very soft on transmissions.
As for taking on Duncan.....he is in a different league again !
Not yet, TTS will send it across once the Bank Holiday is over
Very wet old day at North Weald ....400BHP and wet surface are not ideal companions
http://youtu.be/UFQEJ__7fjk
[Edited on 20/4/14 by jeffw]
what a difference a day makes! we had similar conditions (although not quite as bad) at 3 sisters the other week and 2 of the westfield BEC sprinters
were absolutely flying in the wet! I was not
Yeah....it was meant to be fine in the morning and then raining pm....then they changed the forecast and in the end it rained pretty much all day. The Westfield guy with Traction Control left the rest of us for dead...
I understand why there was a lack of traction now....need tyres on the ground!
What was the old cooler setup like in comparison
Also have you run it with the bodywork on since the new setup and still seen a reduction in charge temps
This was before
Yes the bodywork has been on....done two events as you will see from the videos and there has been a reduction in charge temps.
Power graph, before and after
quote:
Originally posted by jeffw
Goodwood sprint from today....
Thanks....would you believe it if I told you I was taking it easy in the video....having to relearn what the car will do.
jeff what's the reason for the belt camera?
My video4 system has 4 cameras, I ran out of ideas on what to point it at and I thought the belt/shock camera might be worth seeing
Back to TTS yesterday. They (Darran) spent all afternoon (till 8pm!) designing and fabricating a Alloy Rad for the car. They buy the core in from
their supplier but everthing else is custom. So I now have a a very nice, rubber mounted, alloy rad which should help with the water temps as the
summer progresses.
Just picking up on this old thread which i've been reading and a few other that jeffw had done regarding fitting the rotrex supercharger. If like
me people google info on supercharging with a rotrex these threads pop up so it might be useful.
Finally got round to fitting a 30-94 to my kitten, and like the zetec it's was in theory far from ideal for boosting as i haven't done
anything to it from running quite a good spec NA cosworth (250bhp ish). With accrallite pistons just shy of 12-1 compression, pair of Kent L1 cams
which are 306deg with plenty of overlap, big valve ported head etc...all wrong in theory for any boost!.
The main difference is i made up a water charge cooler as space is tight in the kitten!, Bell Intercooler core built inside the plenum, rad in the
front, with it's own fan controlled off the ecu from the air temp and it keeps it within 20 deg of ambient on the logs. I went for a calculated
pulley ratio for a conservative 6psi boost just to start with, but it actually makes just over 7psi. I've done the mappng (wide band, data logs
and det cans) and it all works amazingly well, the performance difference is immense!. Obviously not any dyno numbers, but the inner bank of injectors
hit 100% duty cycle long before the rev limit/full boost and they're 540cc/min so it doesn't take a rocket scientist to have a good guess. I
used tb's with 8 injectors so with both sets there's enough fuel. I'm very very very impressed with the superchargers as i'm sure
that a turbo set up on the engine set-up as it is would have been a none starter.
Ian
weres my M8 Hicost on this thread, as sure he did 400+ and then added Nos
quote:
Originally posted by Oddified
Just picking up on this old thread which i've been reading and a few other that jeffw had done regarding fitting the rotrex supercharger. If like me people google info on supercharging with a rotrex these threads pop up so it might be useful.
Finally got round to fitting a 30-94 to my kitten, and like the zetec it's was in theory far from ideal for boosting as i haven't done anything to it from running quite a good spec NA cosworth (250bhp ish). With accrallite pistons just shy of 12-1 compression, pair of Kent L1 cams which are 306deg with plenty of overlap, big valve ported head etc...all wrong in theory for any boost!.
The main difference is i made up a water charge cooler as space is tight in the kitten!, Bell Intercooler core built inside the plenum, rad in the front, with it's own fan controlled off the ecu from the air temp and it keeps it within 20 deg of ambient on the logs. I went for a calculated pulley ratio for a conservative 6psi boost just to start with, but it actually makes just over 7psi. I've done the mappng (wide band, data logs and det cans) and it all works amazingly well, the performance difference is immense!. Obviously not any dyno numbers, but the inner bank of injectors hit 100% duty cycle long before the rev limit/full boost and they're 540cc/min so it doesn't take a rocket scientist to have a good guess. I used tb's with 8 injectors so with both sets there's enough fuel. I'm very very very impressed with the superchargers as i'm sure that a turbo set up on the engine set-up as it is would have been a none starter.
Ian
Initially i just wanted to get it up and running and aimed for 6psi just to be safe. The rev limit on the engine is set to 8500rpm so that knocks back
the maximum boost a bit with the air flow but i'm only spinning the supercharger at 83,000 and they're rated to 100,000. Looking at the
compressor map i could move it to 95,000 and it should make around 9 - 10psi and stay in an efficient area. I'm not so sure the gearbox is going
to live to long as it is though!, even though it's a Tranx type 9 straight cut.
I have 540cc/min on the inner row and 670cc/min on the outer row, set-up to use only the inner row up to 5000rpm+50% throttle and then a transition
into running both rows. The highest i've seen now running both rows is 61% duty, so i have enough fuel available even if i swap pulleys (which
i've just won on ebay! lol).
The main purpose was to get away from throwing a lot of nitrous into the engine when i did rwyb drag racing events which soon empties the bottles. It
also cuts out bottle heating, running out mid run, swapping bottles/reheating etc etc.
Ian
I'm at 100k at 7000rpm and the 110k overrev at 7400rpm. You'll find that your water intercooler starts to struggle at 1.2/1.3 bar that the
supercharger is capable of. My injectors are actually 750cc (just checked) and no, your Trans-X will not last very long at 1.2 bar but it will last
longer than you expect. Shock loading while changing gear will be the killer.
I guess you would be looking at 450BHP or so at full boost.