Out of interest, why are the 1.7 engines not more commonly used, granted - the liner problems are known, but as cheap donor cars are available and a fair few of them are going to 130k+, surely they would have caught on a little more?
Out of interest, why are the 1.7 engines not more commonly used, granted - the liner problems are known, but as cheap donor cars are available and a fair few of them are going to 130k+, surely they would have caught on a little more?
Haven't asked a price to be honest....but unless it was stupid, it makes sense to me to get everything from the person who builds the engine...that way you know everything is compatible and the compression ratio will be set correctly....anyway he has been very helpful and knows his stuff.Originally Posted by Roadsport
We are in the middle of replumbing the water system on ours as it wasn't circulating well............plumbing a mid engined Darrian with a front radiator and a tiny, narrow, curved 4' tunnel between the two is..... 'interesting'....especially when the front of the engine is 1" from the bulkhead.......actually it's great fun.
by the way how do you do the spell check on here?as you can see I didn't make the best of school.
I agree. As long if the price is no issue its smart to get everything from the same place. Especially if you have the work done at shawspeed. If I dont remember all wrong the pistons were aprox 800£ and rods 900£ when I asked.
Jon said he could also deliver longer rods and shorter pistons than standard wich is ace. But as the standard con to piston ratio is quite good its out of my price range at the moment. Perhaps in EVO 2 then.
It is a shame these engines haven't really been picked up much by the aftermarket tuners - you would have thought that with caterham, morgan, ford themselves and various kitcar makers using them - it would be a popular choice?
Shawspeed sigma engine with motorcykle tb's and DTA ecu and slightly cleaned up ports and Shawspeeds SS5 cams
put out 199bhp@7800 and 146 lbft@5800
NOT bad!!
Nice torque. Max hp is achieved with surprisingly low revs.
I am hoping for a reliable 125bhp hopefully, but its nice to know whats possible at present.
Just need to find the right donor car (ph2 - with IB5 gearbox, std intake, all ancillaries, no ecu - for a fwd application at sensible money incase anyones reading...)
Hi ....sounds good do you have the graph for that? Is it your engine and do you have the full spec?
No no. Not my engine just read it of another forum.It was with larger exhaust valves. No graps were posted. Nor further specs . Jon tought it could produce more power with the DTH Jenveys and propper porting
My engine is still only a project.Cylinder head is still at the shop. Some serious fund raising is everything going on right now.
Posted thats cause there was some converstation abut various cams earlier.
Those torque figuires are impressive.
Last edited by Roadsport; 22-01-2009 at 21:50.
My camshaft problem solved.
I went with the custom made blank larger basic circle cams.
From whom?
67 TVR VIXEN V8
They're ordered via my Head Specialist. They're made by a small Finnish manufacturer.
I really do'nt even know who in the end manufactures these cams. They are provided by the machining shop who ports my cylinder head.
The machinig shop fella convinced me that as we're aiming for 200-215 bhp we really should go with the custom ground cams. Altough they're highly expensive.
But I hope in the end it pays of. It remains to bee seen.
wouldnt you be better sourcing a 1.7 from a puma didnt they throw out 125 ponies as standard?
Just need to find the right donor car (ph2 - with IB5 gearbox, std intake, all ancillaries, no ecu - for a fwd application at sensible money incase anyones reading...)
Sorry. It was slightly smaller basic circle. I stand corrected.
I am trying to find out why it is even more scarcely used than the 1.6 sigma... though the 1.6 shouldnt be far off that target when mapped properly hopefully.wouldnt you be better sourcing a 1.7 from a puma didnt they throw out 125 ponies as standard?
I am trying to find out why it is even more scarcely used than the 1.6 sigma... though the 1.6 shouldnt be far off that target when mapped properly hopefully.
Doesen't BPJ sell an ECU to otherwise standard engine. They advertise their ECU to give 23 hp You would be at 123hp and thats close to pumas std power.
Over at ZSOC it seems to be a quite fundamental question wheter to cam Sigma or fit 1.7.
1.7 Has the VCT system wich can be a handfull to manage when tuned further. I don't even wat to think all of the problems involved with the VCT when cammed.
I believe its VCT and the liner issue that keeps people from going that route in preference to the 1.6 zetecSE. I reckon that 125 will be possible from mapping/ induction tweaks (not TB's, otherwise I'd be thinking of a much higher figure in both cost and performance!)
I still find it had to believe there isnt more out there on the zetec SE? I guess the duratec just overshadows it a bit. I have to admit, for my project I am looking at both, albeit with a preference to the sigma as space is a huge issue!
I'm new to this liner problem.Whats with that?
I think the Duratec does overshadow the smaller Sigma. It's much easier to get power from larger engines for the streets and Track days. Especially from Duratec. As where the sigma is usually used where weight saving is essential or in racing classes where engine capacity is regulated. Propably most used in Kit Cars
hi guya been back to prototype room today.. building 5.0litre 550bhp jag v8.. and the new 1.6 sigma turbo 185bhp was there. guys told me they are modding it with stronger crank/rods and different pistons... 230bhp is the aim...
terry
Can you ask them to aim for 230bhp then finish it at a very reliable 200 please?
230bhp will be reliable, no problem
terry
Ok then, can you get them to make it cheap!!
Oh, and compact... the project I am working on is very restricted space wise.
Finished replumbing the water system on the Darrian the other day and finally got to the bottom of intermittant rough running on our engine...a problem with an injector.
Now running the engine with the centre removed from the thermostat....MUCH BETTER!.
Gave the car a quick whizz.....it's RAPID....clutch is very sharp though, so even on soft X22 Dunlop slicks the engine is well capable of lighting up the rear tyres...which is no mean feet on a mid-engined Darrian.
Well chuffed. Car will take part in the Runcorn Grand Prix next weekend (otherwise known as testing round the back of my wharehouse)...then it's off for final mapping.
What kind of outputs you're waiting for?
Not sure really......will be very dissaponted if it's not easily over 170bhp, but the torque (and spread) it generates is more important than ultimate power in my application.
My engine has a very good spec head, direct to head jenveys, omex, dry sump and a bespoke (very good) exhaust so everything is in place for when we go to phase 2 with steel rods and forged pistons to allow us to have bigger cams and more revs.....but only if we decide the car needs it.
Larger valves? Std buckets? Wich cams? If I can be so curious?
A raise in CR would most definetly be useful. But as u said wise to do when needed.
It has Shawspeed cams, a bit of a mix, pulleys obviously. solid lifters, head is full spec, with larger exhaust valves and other work.
compression is standard at the moment.
best people to contact would be Shawspeed...Jon definately knows his stuff. Shawspeed built the engine.
Do you have the ss4's or 5's?
4's I think although the inlet and exhaust are not exactly a 'pair'.
U run an OMEX ecu Right? Did you retain the engine knocking sensor? Is it In use and does it work properly?
yes standard crank possition sensor
Didn't mean crank posi sensor but the Knockin sensor. Sensor thad retards/ delays the ignition timing if engine knocks / detonates too early.
no
I'm thinking of using one in my engine. The idea of using as advanced ignition as possible without engine knock would be quite sweet. Only I fear the sensor would take the increased valvetrain noices for engine knokcin thus needlesly delaying ignition =losing bhp.
with ignition timing you should be looking to use the MINIMUM amount needed to make maximum power, more advance than that does no good, if an engine is properly mapped on a rolling road or dyno thers no need for a knock sensor
Thats true. Advancing beyond peak power is useles. But if ingnition must be very advanced to give peak power the sensor would delay the ignition just so much to prevent knocking. You could map your timing closer to knockin and not retarding it just to be on a safe side.
Knocking sensor is next to never used in racing, But with these relatively modern smooth running engines they could be worth trying. I know of some experiments with pintos but they cut doen the advance much too early do to valve banging.
I came acros some bottom end problems. Seems to be a constant strugle to get this Zetec done. Top end now sorted its time for the bottom end to cause trouble.
Pace products announced they're out of dry sump pans. They won't order more pans untill they receive large number of orders. Tony at Pace's told it could be 12 months or so untill pans are available.
Does anyone else manufacture these dry sump pans for Zetec SE? I maged to google up a shop in the states that (Dailey Engineering)do custom pans are there any in UK?
If you know a pan laying about I'd appreciate a tip. Not that I really expect to find an second hand pan.
Now sorted. Titan does a kit to the SE too.
Great news! hope you get better customer service than I did from PACE(very poor!)
How much was it out of interest and is it 2 stage or 3 stage?
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