Jez Braker
Dilemma
Brands Hatch 2 weeks away and after the amazing Spa meeting I’m keen to get on the grid. However, as we are trying out a split grid format for next year – i.e. Class A race one grid and Class B and C in another – my usual battles with the mid order class A cars wont be possible. My car, although very much class A in terms of bodywork, weight etc, is nowhere near class B power. In fact its running a bog standard MGF engine producing, I would image, around 125bhp. Based on class B power to weight I’m allowed to run around the 350kg mark! So there we go, bugger all point racing in class B as it stands as no one to play with – and my cars very much not an A spec car so no chance of backing it out to A.
So more power needed. Ideally about 240bhp would do the trick ☺. A tuned K series head could get me to 215bhp but I was here before and it’s a suicidle amount of power through a stock bottom end – and to be honest – I don’t want to spend any money.
That last point also rules out the usual way of getting this sort of power. Although a Honda or Audi would be amazing I just can’t find that sorta cash. The cash side put pay to the diesel plans for me as well – so that’s a still born project – but I’ve hung onto the engine – so you never know. Uncle Steve’s Duratec also appeals – and although no doubt cheaper we are still talking four figure numbers.
So what we are after is an engine capable of 200bhp+, that will fit in an elise, that’s gonna be able to retain as close to std mounts as possible, no custom driveshaft stuff, and limited impact on wiring looms and very little cost.
You are left with a very short list. In fact only one real option. I know of. The Rover T series engine (yes, as found in the 220 turbo coupe [tomcat], 620ti, 820ti and a few 400’s.)
Downsides…
- It’s heavy (I can personally life a k with head into the boot of my golf – the T took three of us!) - Any tuning above standard requires piston upgrades - It’s big (taller & wider)
Upsides…
- Availability (scrapies are full of old rovers) - Cost (going rate about 150quid for a fully dressed engine) - Tunability (its not the easiest – but some madmans getting 800+ out of one!) - It’s very much a scraphead challenge style conversion – suits me down to the ground.
So, here’s the plan. It’s the 25th of October. We race on the 10th/11th of November. A couple of track days this weekend so I’ll end up with the best part of two weeks to get this thing sorted.
Saturday 10th November (Qualifying)
Out onto the circuit. The plan – three slow laps, two “quick” ones then into the pits to look at the engine bay. First laps pass without incident – I just cruise around. Then give it a few beans. Pulls ok, though its not feeling 100%. Notice a bit of smoke out the rear view mirror… into the pits.
Engine lid off – the turbo is RED the manifold is RED. The hose from the turbo to intercooler is cooking! Another problem… id foolishly wired the water pump to the fuel pump system – so with engine off it stops. Hastily rip the wires apart and hold onto starter motor + terminal to force it to keep the water moving through the rad and get engine temp down.
I have somewhat underestimated the amount of heat given off from a turbo ;)
Steve comes up trumps with more ally tube, some reflective heat wrap and some nimbus… and sinclares also offer up a bit more nimbus… so with help from Bob and Andy Skeggs we get to work on both protecting the pipes and re-routing the cooling system to make it a little more efficient as suggested by Kev from swlotus.
Thx to Scott and Sooty for popping to the garage to get me some oil as well!!!
Bar.
Sunday 11th November (Race day)
The cars looking good. I’m nervous but still can’t stop grinning :)
Out onto the grid for the B/C scratch race. Line up second from last. Get off the line well, round paddock hill no problems, into hairpin… I decide to try round the outside thinking I can pick up a spot or two… brake, turn…
Nothing happens. What has in fact happened here is I’ve lost what little brain I had and have tried to drive my car like the light weight low powered nimble little machine it used to be.
I under steer off into the gravel.
No way out, so out the car in sit the rest of the race with the marshals watching the fun on track.
Arse.
Thanks to the marshals for getting me out with no problems and back to the pits for a gravel clean up. Handicap race. We manage to get the temp sensor working on the stack after finding the sensor below the brown connector on the stat – this might be useful ☺
Off we go and a managed about 5 laps… getting the hang of the engines power delivery and my new handling characteristics… just starting to feel it a bit when what sounds like a big engine problem happens a foot or so behind me! Power drops off to about 25% so I pull of into the pit lane via a emergency road and into the pit lane - I knock it off at the top of the pits and roll to my garage.
Engine lid off and it all looks ok. Maybe some internal issue? Then notice the intercooler pipe has popped of a plastic connector (used the lengthen a pipe!). Arse. Quick application of cable ties and I’m back on track… It’s back on power – pulling well… I make it half a lap before the same happens. Back into pits. Cable ties held but now the other side of the connection has come off. Bugger. Game over as not enough time to bodge a repair.
Thanks to Steve Wiliams – without his help I wouldn’t have made it im sure. Also every one else who’s helped over the last couple of weeks either at brands (Skeggsx2, Bri, Scott, Kev to name but a few), online on rovertech or on the phone (Steve @ swlotus, Grant @ GBE).
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Well. Its now 11:30pm and I’m sitting in the hotel at brands finishing off this little diary with today’s entry.
Even for my insanity levels this has been a bit of a manic project over the last couple of weeks. But what I can confidently say is that when I next start an elise trophy race I will indeed have a T series engine in the boot. The concept has been proven. Yes, it didn’t finish a race (but I can’t blame the engine for that!) but with some proper testing and a bit more thinking on the cooling etc I think it’ll do the trick!
I now embark on a winter of engine building and testing aiming for a competitive car for next year… not sure if B or C – that will become apparent dependent on testing.
It’s been a great season – I’ve really enjoyed the racing but more importantly the paddock. Roll on ’08.
couple of pix from the seloc photo thread...
