Well as you know I was harboring the idea of seeking the reasonable limit to the power in the k series with a new camshafts made here in Spain.
The first thing I did was open the engine and try some new rings that had required to USA.
Unfortunately the engine had a misfire but still I think the result is quite satisfactory.
There are still more extreme camshafts for this in engine that I will not putting because it would clearly be purely for race not rally, along with a brutal exhaust manifold of 48 mm in the main pipes and some TB,S of 48/50/52 mm, but I think that actual max power in a 2.0k series rover engine should be around 275 hp with a margin of error of + -5 C.V.
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 by Simon Eralnd.
Adjustable pulleys of Pipercams.
Experimental camshaft.
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.
Exhaust manifold system with Magnaflow exhaust handmade and without catalyst. 42/55/62mm.
Thermostat 71 degrees.
Helix standart clutch.
Emerald ecu K3.
Castrol Edge 10W/60 oil.
98 octane fuel.
Balanced of total mobile components with an imbalance + - 1 gram.
Barometric pressure sensor.
LC1 wideband.
