I leave with you a graphic and components of my new engine 2.0k series for this season Rally 2009
Tech data:
Block with liners of 82.50 mm of bore.
Forged pistons of 82.50 mm and weighing full of the piston including ring of 300 grams.
Rings based on plasma.
Forged connecting rods 132 mm in length and weighing of 490 grams.
Steel crankshaft with 91.65 mm of stroke and weighing of 12 kg.
Flywheel of 3.200 kg.
MLS gasket head.
New rail oil of rover.
Crankshaft pulley and pinion of 500 grams.
Oil pump changed at 2.5 bars of pressure at idle and 20% more flow.
Compression ratio of 12/1.
MS2 piston head with valves and 34.5/28.5 mm and 160CFM inlet.
Adjustable pulleys of Pipercams.
Camshaft 1444/285M of Pipercams.
Double valve springs Pipercams.
Caps steel reinforced Pipercams.
Mechanics followers.
Cambelt of 143x26.
TB, S Jenvey modified to 39/42 mm.
Trumpets carbon of 45 mm.
Airbox maximum capacity of 150 mm in diameter and thermal blankets.
Denso Injector of 6 holes.
Race fuel pressure regulator.
Electric fuel pump of 7 bars.
Duralumin spacers.
Janspeed exhaust manifold system with Magnaflow exhaust handmade and without catalyst.
Thermostat 71 degrees.
Helix clutch.
Emerald ecu.
Castrol Edge 10W/60 oil.
98 octane fuel.
Balanced of total mobile components with an imbalance + - 1 gram.
was just interested as the guides are that far apart, so you cant fit that size in…I know there available, but normally you turn them down a bit so once there fitted there not actually that size.
Nice spec list, though I’ll be honest, Dissapointed with the power level…if 233 is the peak, also assuming thats the same as 233 in the UK.!
no, i was more wondering why bother with 2.0 litre, that power is easily available with a 1.8, so if your not after outright power, why bother goin 2.0. ?
I’m sure it’s a fine engine and the block preparation is excellent, but 100lb/ft per litre is well beyond the theoretical maximum and isn’t feasible on pump fuel with a naturally aspirated engine. Consequently I am sceptical about the torque figure. 93-94lb/ft per litre is about as good as it gets on any well devloped race engine based on a production donor, I.E. a non purpose built racing engine.
Yes is possible obtain this, but no easy, but your need a perfectly all the components and more hours of proves and calculations.
If Emerald Ltd was closer to Spain, I would be happy to go and prove at you that made the engine in live.
Anyway, I will soon go back to rolling road, to play with exhaust cam, because I think it is possible to get some c.v. more, although I do not think that many more.
The most I have seen from a purpose built racing engine (in this case a HART developed BDG with head airflow well in excess of 160CFM and a much more favourable bore/stroke ratio and 6 years of continued development was 96lb/ft per litre. Increasing horsepower is realtively straightforward, it’s just a matter of producing your torque at higher RPM. Increasing torque however is much more demanding and there are physical limits on how much torque you can extract from any engine of a given size and this is governed by the maximum volume of combustible mixture you can get into the engine and the calorific value of the fuel used. At 100% volumetric efficiency , I.E. cylinder 100% full and at atmospheric pressure the maximum torque is somewhat less than 100lb/ft per litre. Hence my scepticism.
Anyway I think it would a very nice project and that would be well to dispel some doubts about my 2.0k.
I think that would be a great opportunity to work alongside you and me.
I think at least, the result would have been interesting.
Well talk about it, many know that no two rolling road equal to measure and an engine placed on the rolling road obtain an power and if put again at 5 min in the same rolling road the normal is obtain a different power, maybe not much, but different.
Because affect many factors, oil temperature, water, air, expansion of the pistons ,…
Anyway there are only a true for me, that this 2.0k is far superior in performance when compared to an equal compomentes but 1.8K.
In addition, it is very much higher in terms of strength and durability.
It is a engine very hard and tough.
Recently a customer me came to Emerald Ltd with an MG TF 1.9 and despite having a problem of temperature in the car, Dave Walker was very impressed by the robust block during this session of the rolling road.
And if anyone believes that I will not tell the truth, just ask Dave Walker Emerald ltd.
I am Sorry, in this case the cost price is not an issue for discussion between you and me.
If you want to know the cost of this project, the easiest way is to see my website and take the options/prices and prices for the other parts you can look in Eliseparts or PTP, or anywhere else.
For the theme of the piston head, you can talk to either of two persons mentioned here.
But anyway as I can tell you that I’ve never done any work for Exiges.com. For the first customers is a 10% discount on parts.
By example 2.0k race short block goes from 5600 to 5000 euros.
Lovely motor though! Pulls and revs very smoothly and eagerly… it is a PTP VHPD short motor (built by John Wilcox Racing) with Omega pistons, higher spec rods and crank etc etc… topped off with a lovely DVA ported head and 1227’s.
