"we got gears, made the linkage over the past two days, got a bit pissed off at times, but it was worth it in the end, allthough you will only be able to use 1st and 4th, i dont see a problem with this. only joking we got em all . wot a bastard job thou, no wonder it costs so much for the original linkage. boot mould should be done by monday, a nice louvered job. martyn didnt seem to impressed when i told i wanted to fit the f1 style air intake on to the roof so i said "tough it will look mental" he just laughed and walked away! i keep meaning to send you some pics but i always forget il will try to remember this weekend.bye for now.merlin."
"aero cathes look dear, i think i paid that money for the locking 1s. try rallydesign.co.uk ok so your wing mirrors just turned up 4mins ago, martyn is jumping up and down because he is very excited about these he has looked every where for a pair of these for his elan , where did you get them from? and at what cost? the rear bumper on the nissan 350z, we made 1 just like this for a subaru, its a very simple and efective way for reducing turbulance in the wheel arches, i think you may find sum pics of it at autosportif.co.uk or .com they look after peoples rally cars. we built him a 1 off aero kit so he could do the 24hr at nurmburg ring.cheers"
"all gears seem positive, a nice heatlhy clunk when it goes in to reverse, rear visability will be none with this tail gate, i will still fit a pespex panel into the new fire wall just in case sumthing changes. but the camera sounds dead cool, a bit like pimp my ride.. the new fire wall is going to be in 3 pieces due to how orkward it is to make while the cage is insitue, 2 pieces have been made today and the top piece a bit later on this after noon, i have taken a pic of the 2 pieces fitted to the car, you will get these pics later. "
"have you seen the lotus elise wing mirrors? or vx 220 mirrors. u may have to be carefull with the wing mirrors from larger cars due to the fact that they mite full of guff like elec motors+demist, with this stuff it starts to get heavy.cheers for now merlin"
Friday, August 24, 2007
Monday, August 20, 2007
Loose ends.. a letter to John L
Finally got an all-clear on the transaxle from Kev at GTO engineering. One less thing to worry about. That now allows me to address the outstanding invoice with Phoenix. Spoke to Falkirk Trading Standards today who were very sympathetic about my story. The following letter will be sent tomorrow morning; if that doesn't work then they'll take the file over and see if any action against Phoenix is due and fight on my behalf if there's a case owing:
FAO: John Leitch, Servicing Manager
Phoenix Honda (Falkirk) Limited
Glensburgh Road, Grangemouth, FK3 8XJ
Date: 20th August 2007
Ref: C268360, dated 23rd May 2007 (no reminder recorded)
RE: Lotus: Removal of Engine and ancillaries
Dear Mr Leitch,
Thank you for your invoice for the sum of £598.78 inc. VAT. Please forgive the delay in responding; but following works undertaken by your workshop the car has since been passed to my current mechanic and race builder at MVS Racing, Wales. Since taking custody of the vehicle MVS have undertaken a full review of your work, between 2nd October 2006 and 23rd May 2007, on behalf of Phoenix Honda (Falkirk) Limited and relating to the engine conversion of a Lotus race car (Q386 NVS).
For the record you stated that the contract for services with your good selves was halted at the instruction of your general manager. Unfortunately this has caused a lot of inconvenience to all parties involved, both fiscally and in terms of lost competition time. It is my belief that the original contract for services was engaged on a ‘subsidised’ labour basis in exchange for promotional benefit in kind. Although a rate per hour was never finalised a fee of £500, for the completed build, was mentioned at outset as well as your repeated assurances of “being looked after”. On this proviso the project proceeded, including the shipment of many expensive engine and transmission parts, imported as part of a sponsorship deal with B&A Foreign Cars, Texas.
Whilst I fully appreciate that the outcome may have been very different, had your management not intervened, it nonetheless left me on a limb in terms of project completion after significant delay, many £0000s invested and a limited budget to cover future labour charges.
However putting these losses aside I have reviewed your invoice for the removal of engine and ancillaries and find it wholly reasonable in the circumstances. Unfortunately I must adjust the final payment to account for a subsequent repair to an expensive alloy billet transaxle adapter plate, which was damaged in your custody through misaligned drilling for fitment. The damage prevented correct alignment of the transaxle and necessitated a portion of alloy to be cut out, filleted, welded, machined and re-drilled. I have been informed this process took approximately 8 hours labour for one of MVS’ mechanics. The adjustment to the payment is attached overleaf together with pictures of the repair for reference.
Following a preliminary discussion a copy of my file is ready to be sent to Falkirk Trading Standards, pending the outcome of this offer, which is made in Full and Final Settlement of the invoice referred. I therefore hope Phoenix Honda (Falkirk) Ltd will accept so that all parties can move on quietly, and wish to thank your staff for their otherwise friendly service, good faith and good humour through testing times.
Without prejudice
Jonathan S. Beckett
14 Dumyat Rise, Larbert, FK5 4FL
Appendix:
1a. Invoice for services: C268360 (copy attached)
Services referred: Removal of Engine and ancillaries
Amount invoiced by Phoenix Honda (Falkirk) Limited: £598.78
Less,
1b. Cost of labour for the repair of 1 x billet transaxle adapter plate
Repair: Cut out original metal, fillet, weld, machine and re-drill by MVS Racing
Hours required (1 mechanic) 8 hours
Cost per hour from MVS Racing (reduced rate) £35.00
Total cost of repair £280.00
+ VAT to be charged (17.50%) £49.00
Labour Sub-total £329.00
Payment: Amount invoiced less full cost of repair (1a-1b) £269.78
A full engineer’s report, from MVS Racing, detailing the repair is available upon receipt of an additional nominal payment of £30, cheques made payable to MVS Racing.
Please refer to pictures (x3) attached detailing the repair. The replacement cost of a new made-to-order racing billet transaxle adapter plate was estimated in the region of £350.00 once shipped from the United States and would have also incurred additional delay to the ongoing build/conversion.
FAO: John Leitch, Servicing Manager
Phoenix Honda (Falkirk) Limited
Glensburgh Road, Grangemouth, FK3 8XJ
Date: 20th August 2007
Ref: C268360, dated 23rd May 2007 (no reminder recorded)
RE: Lotus: Removal of Engine and ancillaries
Dear Mr Leitch,
Thank you for your invoice for the sum of £598.78 inc. VAT. Please forgive the delay in responding; but following works undertaken by your workshop the car has since been passed to my current mechanic and race builder at MVS Racing, Wales. Since taking custody of the vehicle MVS have undertaken a full review of your work, between 2nd October 2006 and 23rd May 2007, on behalf of Phoenix Honda (Falkirk) Limited and relating to the engine conversion of a Lotus race car (Q386 NVS).
For the record you stated that the contract for services with your good selves was halted at the instruction of your general manager. Unfortunately this has caused a lot of inconvenience to all parties involved, both fiscally and in terms of lost competition time. It is my belief that the original contract for services was engaged on a ‘subsidised’ labour basis in exchange for promotional benefit in kind. Although a rate per hour was never finalised a fee of £500, for the completed build, was mentioned at outset as well as your repeated assurances of “being looked after”. On this proviso the project proceeded, including the shipment of many expensive engine and transmission parts, imported as part of a sponsorship deal with B&A Foreign Cars, Texas.
Whilst I fully appreciate that the outcome may have been very different, had your management not intervened, it nonetheless left me on a limb in terms of project completion after significant delay, many £0000s invested and a limited budget to cover future labour charges.
However putting these losses aside I have reviewed your invoice for the removal of engine and ancillaries and find it wholly reasonable in the circumstances. Unfortunately I must adjust the final payment to account for a subsequent repair to an expensive alloy billet transaxle adapter plate, which was damaged in your custody through misaligned drilling for fitment. The damage prevented correct alignment of the transaxle and necessitated a portion of alloy to be cut out, filleted, welded, machined and re-drilled. I have been informed this process took approximately 8 hours labour for one of MVS’ mechanics. The adjustment to the payment is attached overleaf together with pictures of the repair for reference.
Following a preliminary discussion a copy of my file is ready to be sent to Falkirk Trading Standards, pending the outcome of this offer, which is made in Full and Final Settlement of the invoice referred. I therefore hope Phoenix Honda (Falkirk) Ltd will accept so that all parties can move on quietly, and wish to thank your staff for their otherwise friendly service, good faith and good humour through testing times.
Without prejudice
Jonathan S. Beckett
14 Dumyat Rise, Larbert, FK5 4FL
Appendix:
1a. Invoice for services: C268360 (copy attached)
Services referred: Removal of Engine and ancillaries
Amount invoiced by Phoenix Honda (Falkirk) Limited: £598.78
Less,
1b. Cost of labour for the repair of 1 x billet transaxle adapter plate
Repair: Cut out original metal, fillet, weld, machine and re-drill by MVS Racing
Hours required (1 mechanic) 8 hours
Cost per hour from MVS Racing (reduced rate) £35.00
Total cost of repair £280.00
+ VAT to be charged (17.50%) £49.00
Labour Sub-total £329.00
Payment: Amount invoiced less full cost of repair (1a-1b) £269.78
A full engineer’s report, from MVS Racing, detailing the repair is available upon receipt of an additional nominal payment of £30, cheques made payable to MVS Racing.
Please refer to pictures (x3) attached detailing the repair. The replacement cost of a new made-to-order racing billet transaxle adapter plate was estimated in the region of £350.00 once shipped from the United States and would have also incurred additional delay to the ongoing build/conversion.
Merlin casts his magic..
Latest update from Merlin.. there was a potential proboem with the G50 box as it was stuck in gear - Kev from GTO engineering popped over to help.. thankfully it looks as if the box is okay.. just needs to be modified for the upside-down spray bar. Rear number plate leds ordered and on their way. Ordering vinyl number plates and looking for fuel hose for the guys.
We continue to swap ideas on the bodywork.. hopefully the guys will produce an absolute monster, all spoilers, vents, engine intake and wide arches.. we're all using Gottfried's Grassinger Ultima as a loose guide albeit the car will have to compromise to run on the road... just.. I'm also sending them pics of old Group4 cars and SuperGT racers.
"kev is a great bloke, so much so that he managed to fix it on our bench, "
two thumbs up " he was concerned about the number of bolts that were slack and not half as tight as they should be, also he did mention that as it is the larger of the g50 boxes it probably didnt need an oil cooler as it holds more oil than the shorter g50 box.
cheers for ordering the little bits and pieces i have found that in the past it is allway the smallest things that you get unstuck on, i really need the guy to sort the fuel tanks out as this seem to be stoping me from doing a lot of work, unfortunatly everything revolves around these, ie cant fit / make fire wall, finish rollcage, sort out interior, once these tanks are in there is going to be a massive change to the apperence to the car, which will be a real boost for me.
at the mo there is a louvered boot lid being made with a big f1 style air intake being stuck to the top of it!!! mental cheers merlin.."
We continue to swap ideas on the bodywork.. hopefully the guys will produce an absolute monster, all spoilers, vents, engine intake and wide arches.. we're all using Gottfried's Grassinger Ultima as a loose guide albeit the car will have to compromise to run on the road... just.. I'm also sending them pics of old Group4 cars and SuperGT racers.
"kev is a great bloke, so much so that he managed to fix it on our bench, "
two thumbs up " he was concerned about the number of bolts that were slack and not half as tight as they should be, also he did mention that as it is the larger of the g50 boxes it probably didnt need an oil cooler as it holds more oil than the shorter g50 box.
cheers for ordering the little bits and pieces i have found that in the past it is allway the smallest things that you get unstuck on, i really need the guy to sort the fuel tanks out as this seem to be stoping me from doing a lot of work, unfortunatly everything revolves around these, ie cant fit / make fire wall, finish rollcage, sort out interior, once these tanks are in there is going to be a massive change to the apperence to the car, which will be a real boost for me.
at the mo there is a louvered boot lid being made with a big f1 style air intake being stuck to the top of it!!! mental cheers merlin.."
Thursday, July 19, 2007
A Tight Fit..
Martyn sent up some pics to show the challenge ahead - what's now clear is that the tight clearances were a big cause of the obvious inertia at Phoenix who held the car from October 2006 until May 2007 (7 months). Already with MVS for little over a month and the progress is clear. I feel this has less to do with the service mgr or technicians at Phoenix and more to do with mgt's dubious approach to time resource.
Many sections of the rear chassis will need to be cut and new tubes re-welded. This in itself is not concern but clearly the timetable becomes tighter to finish the car for testing before the season end. Obviously their wil be an impact on the budget but we can address that when the car's completed.
Of more concern is that fact Martyn says the billet adapter plate will quite a lof of work to drill out, weld and re drill holes due to poor located drills holes from Phoenix. At a cost of nigh on £300 shipped from the US this came as a disappointing news.
Other updates being I managed to source a new heavy duty 110l EWP water pump from Oz and twin oil filter and heat exchanger from the US.
Tuesday, June 19, 2007
June Update - first impressions can be deceiving..
Right guys - got a call from Martyn @ MVS last night - Phoenix's inertia problems were probably due to the fact they must had sized the engine in the available space then parked it (without telling me). So the initial 'it should fit okay' presumption wasn't entirely correct..
Martyn says the engine is just simply too big for the current chassis so various tubes etc will need to be cut and a new tubular rear end made up. Also the oil filter will need relocated by remote and even the short nose water pump introdues too much so will switch to an electric pump.
We're also going to go with a fab'd long-range fuel tank.It's actually best to do the whole thing and compromise the things that can be added later without upsetting the overall balance. Apparently he'll have to tilt the engine to get the upside down G50-50 more level with the rear hubs so that the shafts will last longer than 5 seconds.
That means he'd be tilting the intake manifold and downdraught carb.. That'll mess the float champer I'm guessing so an adaptor plate will be needed..
The stepped-stahl headers also wont work so he's getting an ex-F1 guy to make me up some, which apparently rock and he found an imbalance in the measurements between the two banks anyway - that's probably because they're either a) for an oval set-up or b) they were rubbish.
Explains why no one has done this outside of a spaceframe.
Pics to follow - promise.
Martyn says the engine is just simply too big for the current chassis so various tubes etc will need to be cut and a new tubular rear end made up. Also the oil filter will need relocated by remote and even the short nose water pump introdues too much so will switch to an electric pump.
We're also going to go with a fab'd long-range fuel tank.It's actually best to do the whole thing and compromise the things that can be added later without upsetting the overall balance. Apparently he'll have to tilt the engine to get the upside down G50-50 more level with the rear hubs so that the shafts will last longer than 5 seconds.
That means he'd be tilting the intake manifold and downdraught carb.. That'll mess the float champer I'm guessing so an adaptor plate will be needed..
The stepped-stahl headers also wont work so he's getting an ex-F1 guy to make me up some, which apparently rock and he found an imbalance in the measurements between the two banks anyway - that's probably because they're either a) for an oval set-up or b) they were rubbish.
Explains why no one has done this outside of a spaceframe.
Pics to follow - promise.
Sunday, May 27, 2007
Moving on.. new Welsh start for project
To start: apologies for no posts of late. It's been a fairly depressing time with little progress.
Martyn and Mandy (MVS Racing) finally picked up the Esprit from Phoenix Honda, it's a real load off my mind to know the car is moving somewhere wanted and where progress can again progress. Martyn has many yrs experience and the perfect guy to make the project happen.
Everything loaded up ok and Mandy says they got back ok to Wales. Only thing missed was I forgot to load up the old oil cooler. Alternator is on the way from US; but Martyn has another way to draw a charge for zero drag on the engine. Will see what Martyn wants to do re rads and Martyn has another idea for a fuel cell. Will need to get a gauge for that but will see what he comes up with first.
Martyn is going to start and itemise everything and work out what's needed before work commences. Slightly scary that he feels the car needs 16" wide wheels for the rear to take the engine output..
Although the money is now frightfully scary - at least we expect some light at the end of the tunnel. It means I can start thinking about the completed car etc - eta approx Sept-October.
The plan is also MOT the car and insure to widen its appeal. The pistonheads ad has been updated and we will continue to keep the car up for sale if the right buyer comes along.
The good news is we finished with Phoenix on good terms, the guys stayed helped helpful with the loading and although there is the small matter of a £600 bill; in the end it could have worked out much worse.. M&M were great and whole day couldn't have gone better.
Hopefully the next update will include comes pics and some continuing good news.
ttfn
Martyn and Mandy (MVS Racing) finally picked up the Esprit from Phoenix Honda, it's a real load off my mind to know the car is moving somewhere wanted and where progress can again progress. Martyn has many yrs experience and the perfect guy to make the project happen.
Everything loaded up ok and Mandy says they got back ok to Wales. Only thing missed was I forgot to load up the old oil cooler. Alternator is on the way from US; but Martyn has another way to draw a charge for zero drag on the engine. Will see what Martyn wants to do re rads and Martyn has another idea for a fuel cell. Will need to get a gauge for that but will see what he comes up with first.
Martyn is going to start and itemise everything and work out what's needed before work commences. Slightly scary that he feels the car needs 16" wide wheels for the rear to take the engine output..
Although the money is now frightfully scary - at least we expect some light at the end of the tunnel. It means I can start thinking about the completed car etc - eta approx Sept-October.
The plan is also MOT the car and insure to widen its appeal. The pistonheads ad has been updated and we will continue to keep the car up for sale if the right buyer comes along.
The good news is we finished with Phoenix on good terms, the guys stayed helped helpful with the loading and although there is the small matter of a £600 bill; in the end it could have worked out much worse.. M&M were great and whole day couldn't have gone better.
Hopefully the next update will include comes pics and some continuing good news.
ttfn
Friday, May 04, 2007
a very tempting offer.. moving forward?
Martyn @ MVS has offered to take on the build - pending numbers - will speak to John L to get car back on wheels and ready to be picked up. The car will then be livered under MVS Racing and be built as a road-legal racer.
I'll reiterate at this point that I have the utmost respect for John Leitch, Alan Watson and Big Stevie @ Phoenix Honda Grangemouth; but that their mgt have demonstrated the worst possible customer care of the lowest order. It's a shame since they gave me good customer care yrs ago for my old Integra TypeR; but I'm a firm believer that if you take a project on then you see it to the finish. For the time taken I could have stripped the car myself. Very sad as I know the guys @ Phoenix were also keen to see it through and I know if John was allowed to make the shots then we'd be pushing ahead.
I look fwd to the day when the car eventually appears in magazines and on track and they knew they could have been part of that and realise the lost promotional opportuniy. As long as I am treated fairly from here on in then I see no point in taking any further; tho I'd love to have a sit down chat with them GM about the whole fiasco. People have suggested legal action, trading standards, local press and even Watchdog but as much as I am a big believer in fairness I want to move on with the project and finally get on track again.
Meanwhile the name Team Phoenix becomes more and more fitting.. will this bird every fly out of the ashes tho?
I'll reiterate at this point that I have the utmost respect for John Leitch, Alan Watson and Big Stevie @ Phoenix Honda Grangemouth; but that their mgt have demonstrated the worst possible customer care of the lowest order. It's a shame since they gave me good customer care yrs ago for my old Integra TypeR; but I'm a firm believer that if you take a project on then you see it to the finish. For the time taken I could have stripped the car myself. Very sad as I know the guys @ Phoenix were also keen to see it through and I know if John was allowed to make the shots then we'd be pushing ahead.
I look fwd to the day when the car eventually appears in magazines and on track and they knew they could have been part of that and realise the lost promotional opportuniy. As long as I am treated fairly from here on in then I see no point in taking any further; tho I'd love to have a sit down chat with them GM about the whole fiasco. People have suggested legal action, trading standards, local press and even Watchdog but as much as I am a big believer in fairness I want to move on with the project and finally get on track again.
Meanwhile the name Team Phoenix becomes more and more fitting.. will this bird every fly out of the ashes tho?
DIY?
The decision by Phoenix Honda was a shocking turn of events and they even have the gaul to consider invoicing me for basically gutting the car and returning an incomplete project.. nice one Honda. It's left my finances in tatters since we went ahead and ordered most of the bits but end of the day we jst can't afford to have it built somewhere else.
Project has been advertised for a wee while now on PH and racecarsdirect.co.uk but with only muted interest. There remains one potential buyer but he's stuck with his own sale currently.. I almost sold the engine/trans to an Ultima builder in Aberdeen but by the time I went back to the other buyer and back again he went and ordered sth from the US.so..
spoke to my dad last night - picking up his 2-tonne crane over next week and we're going to make a stab of sizing up and modifying mounts to fit the engine in. Looking at some Chevy ones currently whicgh we should then be able to mod to suit. From there it's case of going through the list of jobs and doing things in sequence. I reckon there's no more than a dozen simply because the set-up is so basic albeit it'll take time after that to set-up it up for the optimum.It means I've lost another season but would love to see the dream realised.
Finances look awful but just gonna suck it in and go for broke. Will then continue to advertise the car for sale but will of course increase the ante as we complete more at each stage. I'd hazzard final value in the 35-40K region once fully built and running, simply based on its spec and potential.
Project has been advertised for a wee while now on PH and racecarsdirect.co.uk but with only muted interest. There remains one potential buyer but he's stuck with his own sale currently.. I almost sold the engine/trans to an Ultima builder in Aberdeen but by the time I went back to the other buyer and back again he went and ordered sth from the US.so..
spoke to my dad last night - picking up his 2-tonne crane over next week and we're going to make a stab of sizing up and modifying mounts to fit the engine in. Looking at some Chevy ones currently whicgh we should then be able to mod to suit. From there it's case of going through the list of jobs and doing things in sequence. I reckon there's no more than a dozen simply because the set-up is so basic albeit it'll take time after that to set-up it up for the optimum.It means I've lost another season but would love to see the dream realised.
Finances look awful but just gonna suck it in and go for broke. Will then continue to advertise the car for sale but will of course increase the ante as we complete more at each stage. I'd hazzard final value in the 35-40K region once fully built and running, simply based on its spec and potential.
Wednesday, April 04, 2007
Esprit for sale.. £17K ono
Not left with much choice following Phoenix pulling the plug on Monday..
http://www.pistonheads.com/sales/152919.htm
Looking for 17K ono
Martyn @ MVS has offered to finish the work.. sth to think about but I'd take an offer to sell first/
Gutted doesn't come close.. 30K down currently..!
http://www.pistonheads.com/sales/152919.htm
Looking for 17K ono
Martyn @ MVS has offered to finish the work.. sth to think about but I'd take an offer to sell first/
Gutted doesn't come close.. 30K down currently..!
Tuesday, April 03, 2007
Update - 4th April - bad tidings - Phoenix deal in flames
Where to start..
The General Manager at Phoenix pulled the plug yesterday - I must admit to still being stunned at this news. This then poses the very real problem of where to go to finish the work.
I spoke to Dunc at Hypertech yesterday but he's floored. Spoke to Alan at Falkland today who certainly has the expertise - especially via Kev's racing Cossie. I will speak with them again next weeke to go over what's involved - my big worry there being whether I can afford their rates but I have to be prepared to take at least some hit to get the project complete.
Gaz at Autotecnique will speak to another workshop for me and Coops will speak to Greesport.
I will keep the team name but from now on it will have no association with that company. Once car is safely out of their hands then I can think about whether any recourse is worthwhile given the tenious nature of the arrangement.
All very sad.
The General Manager at Phoenix pulled the plug yesterday - I must admit to still being stunned at this news. This then poses the very real problem of where to go to finish the work.
I spoke to Dunc at Hypertech yesterday but he's floored. Spoke to Alan at Falkland today who certainly has the expertise - especially via Kev's racing Cossie. I will speak with them again next weeke to go over what's involved - my big worry there being whether I can afford their rates but I have to be prepared to take at least some hit to get the project complete.
Gaz at Autotecnique will speak to another workshop for me and Coops will speak to Greesport.
I will keep the team name but from now on it will have no association with that company. Once car is safely out of their hands then I can think about whether any recourse is worthwhile given the tenious nature of the arrangement.
All very sad.
Thursday, March 29, 2007
another monster lives...Wildcat Esprit
OMG - another v8 monster race Esprit already exists and campaigns in the BARC NW series..
so much for being unique... awesome car tho - I'll post more pics in due course.
I've contacted the owner (Simon Alloway) for tips on settings such a beast up..
Update - 29th March
Still waiting to hear back from:
MVS - carbon
GAZ - suspension
Team Dynamics - wheels
Underground - livery design
Touringcarspares - slicks
Adam Kindness (www.trackscotland.co.uk) was really helpful and sent me a p'copy of the trans section of the Porsche manual for his 930 - left it on John's desk mid-week and sure this will let them push forward.
Spoke to big Steve - he's got the GD gear linkage working and painted it black..
I still need to get to the workshop and measure the disk dims for Barry. Wooden 60's Chevy Chevelle SS gear knob came in the post from US - should work a treat.
Looks as if SIDC have a Knockhill track morning on the same day as the TA guys. John Stewart has privisionally put me down (I have a credit with SIDC) and hopefully a chance to show Rob Barnes (www.timeattack.co.uk) what the old gal can do.
Focus now is to complete the car, dyno and shakedown. Gaz @ Autotecnique can then give th ecar a lick of paint before UG put their graphics on it.
Other main focus is finding a sponsor and race series for 08.
MVS - carbon
GAZ - suspension
Team Dynamics - wheels
Underground - livery design
Touringcarspares - slicks
Adam Kindness (www.trackscotland.co.uk) was really helpful and sent me a p'copy of the trans section of the Porsche manual for his 930 - left it on John's desk mid-week and sure this will let them push forward.
Spoke to big Steve - he's got the GD gear linkage working and painted it black..
I still need to get to the workshop and measure the disk dims for Barry. Wooden 60's Chevy Chevelle SS gear knob came in the post from US - should work a treat.
Looks as if SIDC have a Knockhill track morning on the same day as the TA guys. John Stewart has privisionally put me down (I have a credit with SIDC) and hopefully a chance to show Rob Barnes (www.timeattack.co.uk) what the old gal can do.
Focus now is to complete the car, dyno and shakedown. Gaz @ Autotecnique can then give th ecar a lick of paint before UG put their graphics on it.
Other main focus is finding a sponsor and race series for 08.
Friday, March 16, 2007
update - 16th March
-731208.jpg)
Not a lot to report; however did get time to do some new black blueprints of the modified Esprit - sent them to Martyn @ MVS and Scott @ Underground. Waiting to hear back from John L. Waiting to hear back from MVS. Waiting to hear back from Tony at www.touringcarspares.com Waiting to hear back from Gaz suspension - sent suspension down last w/e.
Cheers
Jon
Thursday, March 08, 2007
keeping things cool.>?
I'm going to run a Moroso 3 quart accumulator for very reason for start-up and long sweepers. I have a champ pan which has the best baffles I've seen yet - very similar to the Moroso but even then Gardner Douglas said I need to either dry sump or use an accusump to stop starvation and at 8000rpm that's a big deal. Dry sump is fine but it's temperamental and I like a sump sitting nice n low for good CoG een if it can be bettered by dry sumping.. + save some weight. I then plan to use very good additives (as recommended) and good heat exchangers to get the thing running as cool as poss. However I have read to not use additives in the Porsche trans but certainly a good additive like silkolene, slick50, stp or zxl should work really nice. Above all I'd recommend overkill tp anyone running a race spec Chevy, jst make sure you have thermostats so everything can also run at optimum temp.
I got my accumulator on order from Scott at the Jeff Gordon race school - unused for a god price. Hopefully it now gets here in one peice...
I got my accumulator on order from Scott at the Jeff Gordon race school - unused for a god price. Hopefully it now gets here in one peice...
Leda.. gone bye bye?
Got the suspension in the box ready to go Saturday then someone directed me to this website.> !
With regret, the company has ceased trading and cannot therefore accept any further orders.
Efforts are being made to find a way to recommence business and a further announcement will be made as soon as possible.
Efforts are being made to find a way to recommence business and a further announcement will be made as soon as possible.
So now I need to track down John who left leda to start up Gaz and see if he can servoce/revalave the Ledas and advise on some spring rates.. Falens and not Eibachs as the Eibach deal went bye bye..
forces conspiring against me...
A quick re-cap.. TPE-358-SS - Leta?
Lotus Esprit Trans Am ('LETA')
Leta's one of the oldest privateer Esprits in the Uk and prb the oldest Stevens privateer car still to be around. I think it was first raced around 1993: all racing history in that car was with John Hazzard of Hemmel Hempstead - most of which was in 750MC and AM Mid engined series, with some modest success inc. a 2nd in the 750MC c'ship one year and a few wins to its name, but the guys here will know more about it that I do. I'm just entering my novice season having sat my race license back in October.
As for the future conversion, rebuild is ongoing and is a complete overhaul and the car wont resemble much of what it was previously. I can send you full engine specs/pics etc but to summarise: We're trying to build an Esprit in a trans am rather than European GT mould. Plan is to race at Castle Coombe Special Gt series, UK Time Attack c'ships in 2008 and attend various race series where open categories are allowed. Ideally I want to race super modified Gt cars from the same era.
TPE-358-SS Esprit Trans Am Car:Fully strippedoriginal Chip Gnassi nascar dash - ex-cup car.Sparco quick release wheel and woodword hubfloor mounted pedal setBarry Colding (San An, TX) Dart 358ci sportsman steel motor - seasoned, rebuilt9000rpm cam, b&b, full spec steel internals, crane solid lifters, nascar springs etcStock port - 348 crank with overboreDaVinci-Holley 700CFM 2-bore - 550-600bhp on 114 RON, 650bhp with 4-barrell, 500bhp+ with 105RON.MSD ignition - nascar spec, ignition/rpm controller etcchamp pan - wet sumprace spec Porsche G50-50 trans with lsd - rated to 850bhp.Sachs race clutch, mini fly, Gardner Douglas lola T70 rod shift linkage - right hand shifterLeda coil over suspension - fully r-jointed - Eibach springsAlcon 4-pot brakes all round with bias etc17/18" Team Dynamics pro-race 1.2 wheels (slicks)15/16" Compo-Revolution 5 spoke split rims (wets)Multi-point cageFull lexan all roundlightened bodywork Group C cut-off rear endcomposite front end - trans am stylecomposite front diffuser composite rear undertraycomposite rear diffusercomposite one peice engine covercomposite Gt1 rear wing
goes on and on..
but it's a bunch of bits at the moment and we wont know about settings until we get her onto the black stuff. Once built we plan to start getting some testing done over the summer with a hoped dyno run and set-up in April. I have no tips as such to anyone wanting to build a race car as I have a workshop taking this on and it's very much trial and error. All I'd say is that there are a 1000 things to think about that could make your budget sky rocket. Building a GT car is not cheap but I have found ways to discount my costs by about 30-50% across the board. I take charge of procurement and the timetable - getting the parts needed to the workshop. I've sourced most parts from the US to again keep costs down.
Advice to anyone contemplating building their own race car> Don't.. much easier to go and buy someone else's.
Leta's one of the oldest privateer Esprits in the Uk and prb the oldest Stevens privateer car still to be around. I think it was first raced around 1993: all racing history in that car was with John Hazzard of Hemmel Hempstead - most of which was in 750MC and AM Mid engined series, with some modest success inc. a 2nd in the 750MC c'ship one year and a few wins to its name, but the guys here will know more about it that I do. I'm just entering my novice season having sat my race license back in October.
As for the future conversion, rebuild is ongoing and is a complete overhaul and the car wont resemble much of what it was previously. I can send you full engine specs/pics etc but to summarise: We're trying to build an Esprit in a trans am rather than European GT mould. Plan is to race at Castle Coombe Special Gt series, UK Time Attack c'ships in 2008 and attend various race series where open categories are allowed. Ideally I want to race super modified Gt cars from the same era.
TPE-358-SS Esprit Trans Am Car:Fully strippedoriginal Chip Gnassi nascar dash - ex-cup car.Sparco quick release wheel and woodword hubfloor mounted pedal setBarry Colding (San An, TX) Dart 358ci sportsman steel motor - seasoned, rebuilt9000rpm cam, b&b, full spec steel internals, crane solid lifters, nascar springs etcStock port - 348 crank with overboreDaVinci-Holley 700CFM 2-bore - 550-600bhp on 114 RON, 650bhp with 4-barrell, 500bhp+ with 105RON.MSD ignition - nascar spec, ignition/rpm controller etcchamp pan - wet sumprace spec Porsche G50-50 trans with lsd - rated to 850bhp.Sachs race clutch, mini fly, Gardner Douglas lola T70 rod shift linkage - right hand shifterLeda coil over suspension - fully r-jointed - Eibach springsAlcon 4-pot brakes all round with bias etc17/18" Team Dynamics pro-race 1.2 wheels (slicks)15/16" Compo-Revolution 5 spoke split rims (wets)Multi-point cageFull lexan all roundlightened bodywork Group C cut-off rear endcomposite front end - trans am stylecomposite front diffuser composite rear undertraycomposite rear diffusercomposite one peice engine covercomposite Gt1 rear wing
goes on and on..
but it's a bunch of bits at the moment and we wont know about settings until we get her onto the black stuff. Once built we plan to start getting some testing done over the summer with a hoped dyno run and set-up in April. I have no tips as such to anyone wanting to build a race car as I have a workshop taking this on and it's very much trial and error. All I'd say is that there are a 1000 things to think about that could make your budget sky rocket. Building a GT car is not cheap but I have found ways to discount my costs by about 30-50% across the board. I take charge of procurement and the timetable - getting the parts needed to the workshop. I've sourced most parts from the US to again keep costs down.
Advice to anyone contemplating building their own race car> Don't.. much easier to go and buy someone else's.
Monday, March 05, 2007
Update - 5th March 2007
Need to track down a manual on stripping down the G50-50 for the workshop - it's really holding us up.
Spoke to Tony at: www.touringcarspares.com said he could hook me up with some part used slicks for v.little: "I use 265's on a 10" rim and 240's on a 9" rim on my sierra , you could use a 250 on a 10" rim tho I reckon , he wasn't sure if they have any 265's, his part worn storeman is away until tuesday do i'll ask him then .I havean old pair of avon 250 620(or 630) x 17" wets that I'd happilly part withfor peanuts if that helps get you going as well , theyre not worn out just afew years old ." Tony will also check on 250/18s which are Porsche cup fronts.. should do nicely for testing for a cpl of hundred. Does bode the question why I spent £1000 on Toyos..!!!!!
Spoke to Bev @ www.leda.com and agreed to send her the dampers/springs down at the weekend. Another easy £300-400 by the time I order new Eibachs.
Spoke to Scotty @ www.undergroundgraphics.com and he's aiming to send over some mock-ups over next cpl of days.
Spoke to Tony at: www.touringcarspares.com said he could hook me up with some part used slicks for v.little: "I use 265's on a 10" rim and 240's on a 9" rim on my sierra , you could use a 250 on a 10" rim tho I reckon , he wasn't sure if they have any 265's, his part worn storeman is away until tuesday do i'll ask him then .I havean old pair of avon 250 620(or 630) x 17" wets that I'd happilly part withfor peanuts if that helps get you going as well , theyre not worn out just afew years old ." Tony will also check on 250/18s which are Porsche cup fronts.. should do nicely for testing for a cpl of hundred. Does bode the question why I spent £1000 on Toyos..!!!!!
Spoke to Bev @ www.leda.com and agreed to send her the dampers/springs down at the weekend. Another easy £300-400 by the time I order new Eibachs.
Spoke to Scotty @ www.undergroundgraphics.com and he's aiming to send over some mock-ups over next cpl of days.
Thursday, February 22, 2007
More shafts n things.. Repro-Prop
Spoke to Paul at Repro Prop - another nice guy.. coincidence (we think not)?
He's proposing 300m grade shafts and then adapted back to the stock CV joints if we can make up the adapter plates for the Porsche inners... Hilly>?
He says the Lotus CVs are probably a bit heavy but main thing is how strong they are - I can handle a bit weight as long as they're strong.
By sending down the ones that came out plus new length measurements etc (-1 that required for the adaptor spacers) then they will have what they need to mod the existing and mate up new shafts. He's quoting £290-310+VAT.
It's starting to close in a bit on the GD' GKN ones but then I'm not sure what grade they are or what would need modifying to them. Even if I can save £100 then it all helps and I'll know the exact spec used.
Phew!
Jon
He's proposing 300m grade shafts and then adapted back to the stock CV joints if we can make up the adapter plates for the Porsche inners... Hilly>?
He says the Lotus CVs are probably a bit heavy but main thing is how strong they are - I can handle a bit weight as long as they're strong.
By sending down the ones that came out plus new length measurements etc (-1 that required for the adaptor spacers) then they will have what they need to mod the existing and mate up new shafts. He's quoting £290-310+VAT.
It's starting to close in a bit on the GD' GKN ones but then I'm not sure what grade they are or what would need modifying to them. Even if I can save £100 then it all helps and I'll know the exact spec used.
Phew!
Jon
Shafted!
not really..
Re making new driveshafts and cvs to fit the new set-up.. Spoke to Alun @ Abbey Precision, nice guy but it all sounds pretty complicated. To make custom would be expensive. However they could possibly make new shafts and modify to the current cv's..
I guess this would need adaptor plates like what Hilly has used. Or if measurements weren't too far off they could mod a design they already have.. e.g. Prodrive etc. He first would need drawings of the current shafts and cv layout - we'd then need to measure any changes in length for the new trans and of course the different shaft diameters etc for the porsche inners. They can then look to make new shafts and modify existing cvs like what Hilly has done to mate up to the porsche inners. But he said it may not work out any cheaper than buying off the shelf from the likes of Gardner Douglas.. basically if we can supply the drawings the can do the machining but we need to work out the strongest most cost affordable grade to use - my mech says gunmetal,Alun mentioned M24t but says there are plenty of grades above that.
GD want £430 for their shafts/cvs that m8 the G50 up to Scorpio hubs - not sure how far off they'd be..
I need them strong but I need them cheap!
Re making new driveshafts and cvs to fit the new set-up.. Spoke to Alun @ Abbey Precision, nice guy but it all sounds pretty complicated. To make custom would be expensive. However they could possibly make new shafts and modify to the current cv's..
I guess this would need adaptor plates like what Hilly has used. Or if measurements weren't too far off they could mod a design they already have.. e.g. Prodrive etc. He first would need drawings of the current shafts and cv layout - we'd then need to measure any changes in length for the new trans and of course the different shaft diameters etc for the porsche inners. They can then look to make new shafts and modify existing cvs like what Hilly has done to mate up to the porsche inners. But he said it may not work out any cheaper than buying off the shelf from the likes of Gardner Douglas.. basically if we can supply the drawings the can do the machining but we need to work out the strongest most cost affordable grade to use - my mech says gunmetal,Alun mentioned M24t but says there are plenty of grades above that.
GD want £430 for their shafts/cvs that m8 the G50 up to Scorpio hubs - not sure how far off they'd be..
I need them strong but I need them cheap!
Wednesday, February 21, 2007
As soon as I withdrew then this..
Team details up on Time Attack
Name : Jon Beckett
Company name : Team Phoenix Esprit Racing
Website : www.phoenixesprit.com
Vehicle : Lotus Esprit (TPE-358-07) 1991 N/A
Approx Power : Approx 500bhp
Preferred tyre choice : Yokohama A048R
Company name : Team Phoenix Esprit Racing
Website : www.phoenixesprit.com
Vehicle : Lotus Esprit (TPE-358-07) 1991 N/A
Approx Power : Approx 500bhp
Preferred tyre choice : Yokohama A048R
Current Sponsors : Phoenix Performance Products Grangemouth, MVS Wales, Autotecnique Larbert, Underground Graphics Perth, B&A Foreign Cars San Antonio Texas.
Car spec :
Jon’s Lotus Esprit is a complete one-off culminating GT racer, IMSA car and NASCAR engine in one package. It is the only NA car to enter the Pro series competition in 2007.
GM Dart 358 cubic inch V8, fully balanced and blueprinted by Barry Codling (retired-NASCAR) of San Antonio, Texas. The car features 286 cams, 700CFM Holley-DaVinci carb, steel bottom end, lightweight internals, solid lifters and a 8000-9000rpm redline. This crazy mid-engined racer produces 575bhp in what Jon call’s the ‘stock port’ and more than 800bhp is possible from this engine (naturally aspirated!) This engine is then shipped back to Texas one a year for rebuild and power boost.
GM Dart 358 cubic inch V8, fully balanced and blueprinted by Barry Codling (retired-NASCAR) of San Antonio, Texas. The car features 286 cams, 700CFM Holley-DaVinci carb, steel bottom end, lightweight internals, solid lifters and a 8000-9000rpm redline. This crazy mid-engined racer produces 575bhp in what Jon call’s the ‘stock port’ and more than 800bhp is possible from this engine (naturally aspirated!) This engine is then shipped back to Texas one a year for rebuild and power boost.
The car also includes a full custom MVS Racing aero package to tame the car’s otherwise tricky rearward handling and cooling modifications to keep the high revving V8 cool.
It will run a Meercat free-flow exhaust system, which is reportedly just within the noise requirements, Leda fully rose-jointed suspension & Alcon 4-pot callipers look after the on track handling and stopping action.
Jon did not take part in the 2006 series but followed the proceedings closely and he lists his favourite car from last year as Nadine Geary’s Viper GTS ' it’s a proper GT car in the old skool mould.. great to see American muscle battling out with Japanese technology' Jon says.
His best experience of 2006 was buying the Esprit and coming up with the idea to do the NASCAR V8 conversion. ‘We’re not there yet but hope to be ready in time for Donny and most certainly Silverstone’. Jon says.
Jon's predictions for the 2007 are that Zen Performance will lift the F/I Pro Time Attack Series, Kimi Raikkonen will win Formula 1 and Jeff Gordon will again win the Nextel NASCAR Cup
Jon lists his personal favourite race venue from this years calendar as Brands Hatch for Paddock Hill bend and winding-up the acceleration out of Clarke’s.
When we asked him which driver he is most looking forward to going up against & why Jon replied, ' Nadine Geary in her Viper GTS, ‘it’ll be a fearsome battle: Nadine has the experience and a car that’s proven with great top end, I’m just looking to develop myself and the car but would love to get close to Nadine occasionally’. Jon will also peg himself to the other rwd runners, as well as take the silverware home and is looking forward to the experience.
Pulling out of Time Attack.. spiralling costs!!
well budget has truly spiralled and we jst about have al the bits to finish the build but after there is cost of dyno and testing up at KH. I can't stick my head in the sand too long and the 114 ron petrol fumes aren't having enough pyschotropic effectes to avoid the truth..
- so I'm putting the foot down and making a few hard calls to stop the money getting further out of control. TA raised their fees this year & want all fees up front next Wed regardless of whether the car can compete first cpl of rounds or not... so I'm pulling the car as it's too much a gamble. I emailed Rob Barnes today to officially withdraw the car/team from the 07 entry.
I'd rather get the car working and do the odd race meet and pick a up a cpl of sigs. Main thing is to get the car running and slow the money outflow as much as poss. If all goes well I can try and do the odd LOTRDC round but will get car working and see what I can afford. I'm not going to compete SMRC this season as I've just spent a grand on R888s for the TA, which is fine for LOTRDC but you can run slicks for SMRC iirc.
Main things that hurt the budget being the rising entry fee, wheels, tyres, shift linkage for the G50 trans, customs duty and shipping costs and lots of things you don't think of until you start building a car. It's been a learning curve for sure.
Update: I emailed GKN about shafts and cv's. They built the original V8 Europa prototypes so may be interested. Off down to workshop to go through o/s jobs to-do.
- so I'm putting the foot down and making a few hard calls to stop the money getting further out of control. TA raised their fees this year & want all fees up front next Wed regardless of whether the car can compete first cpl of rounds or not... so I'm pulling the car as it's too much a gamble. I emailed Rob Barnes today to officially withdraw the car/team from the 07 entry.
I'd rather get the car working and do the odd race meet and pick a up a cpl of sigs. Main thing is to get the car running and slow the money outflow as much as poss. If all goes well I can try and do the odd LOTRDC round but will get car working and see what I can afford. I'm not going to compete SMRC this season as I've just spent a grand on R888s for the TA, which is fine for LOTRDC but you can run slicks for SMRC iirc.
Main things that hurt the budget being the rising entry fee, wheels, tyres, shift linkage for the G50 trans, customs duty and shipping costs and lots of things you don't think of until you start building a car. It's been a learning curve for sure.
Update: I emailed GKN about shafts and cv's. They built the original V8 Europa prototypes so may be interested. Off down to workshop to go through o/s jobs to-do.
Tuesday, February 20, 2007
Long road ahead..
Long way to go.. Donny unlikley - S'stone looks better
Phoenix are working on:
Phoenix are working on:
- modifying the filter and spray bar arrangment on the G50-50 trans
- new engine mounts to be measured and made up
- Rod shift linkage on order from Gardner Douglas today
- Dampers to be stripped off and go back to Leda to be revalved and new spring rates sent up.
- Line up engine/trans - measure up new shafts and adaptor plates.
- Overhaul brakes, order new pads
- Re-fit springs and dampers
- Try new wheels for size - boot both sets of alloys
- New wiring loom + new dash and locate MSD ignition
- Weld in quick release hub and fit steering wheel
- Position new Optima battery
- New cooling system: rads, header tanks and lines
- Strip and check suspension arms and r-joints etc.
- Order up new fuel cell (front compartment) and make braided lines
- Service extinguisher - relocate to pax compartment?
- Fit new front bullet lights - add screw on perpex covers.
- Strip rear bumper and fit lucas rear lights + rain led light
- Position engine/trans
- Fit new rod linkage throught o cabin and adjust for shift pattern
- Locate new master cylinders
- Fit new pedal box
- Fit exhaust pipes to headers + fit Moroso headers
- Order exhaust wrap and wrap headers
- Fix new ally firewall + heat resistant material?
- Add second side brace to cage
- Fit new aero kit etc inc. front end, undertray, engine cover..
- Fabricate Y-bracket to support tailgate to trans mounts. Add brackets to support exhausts.
- Fit new seats and harnesses
- Dyno car
- Shakedown test at Knockhill - check suspension, brakes and engine set-up
- Send to Auotecnique for paint
- Send to Underground Graphics for livery
That's about half the job list. Barry Codling might be coming over April to help set up car on the dyno then shakedown. Should be ready for S'stone in June with some test laps under the belt.
Friday, February 16, 2007
Possible GD trans solution?
Gardner Douglas have stepped forward to suggest their Lola T70 rod linkage. From first pics and descriptions it sound sperfect and will give me a classic Le Mans shift arrangement to the right. Can bracket it straight onto the cage bar etc.
approx £500.. £500 I could do without but is prb money saved in the long run..
approx £500.. £500 I could do without but is prb money saved in the long run..
This would give me a proper Le Mans style come GT-40 gear shift (likely on the right hand side)..! Will see what John/Alan think...
ttfn
Tuesday, February 13, 2007
New livery design direction?
Spoke to Scott.. (www.undergroundgraphics.com) many things tie up that means we could run a 'Flying Tigers' military (WWII) style livery scheme and still blend in with the nascar idea, flames, Phoenix etc (see pic).
Could even go the US airforce star onthe roof and rear quarters instead of the big numbers.. or a combo. I'm guessing it's not possible to vinyl over the entire bodywork and even if we could it would be way too expensive.. ?
For the rear wing then a slogan like 'FIREPOWER' may jst do the trick.. rear spoiler becomes like the wings of the fighter - with maybe with the fighter bars and the wing side sections like the tail fin. UG could use military font sets etc. Jap flags would be funny. Remember the car's designation is 'TPE-358-07'. Flying Phoenix, sharke's teeth.. Could be awesome and will fit in well with the slightly military build's look and sound...
or maybe I'm just looking for an excuse to save time and keep the interior looking argricultural..lol
Wheels n tyres ordered.. ouch.. money money!
Finally ordered the Rimstock Team Dynamics as discussed below for approx £450. Also ordered ToyoR888s and T1-Rs, which came in jst under £1000.. ouch..
Needless to say I've approached Toyo for direct sponsorship for the TA '07 season.
Wallet looks very bruised..! There's steam coming off the Master Card.. Only time will tell if I should use the new softer 'SG' compund but will try the med-soft initially for longevity sake and also avoid the recent price hike.
Monday, February 12, 2007
never-ending list of to-do's (12.02.07)
Ordering hub shaft set from Rexmar, Joe will then include his quick release adaptor: I guess the steering wheel shaft diameter is crucial?
One i have the part # I can then send to Joe who will package up with the quik release adaptor. I'm going for the longest adaptor to bring the wheel a lot closer and get some decent kink into my arm position (I'm far too Moss-like in my wheel preference) whilst maintaining a good distance to the pedals.
These Billet Steering Hub Adapters will fit any standard 3 bolt type steering hub, (Impy, Lecarra, Formuling, Momo, Grant, etc) to most popular steering systems. You can also bolt the old traditional 3-bolt type Covico steering wheels right to them without an additional hub. They are manufactured out of 6061-T6 aluminum and are available in ten colors plus plain polished. tandard tapered shaft adapters fit Morse, Teleflex, Hardin, Steermaster, Detroit, and others. All our late model adapters are now drilled with (12) thread holes to allow better indexing of the steering wheel to a straight position when installed. Only (3) of the (12) holes are utilized.[/i]
The Hub is a 2-piece assembly consisting of a cap and a hub back and mounting bolts. Typically these hubs fit specific types of wheels and have an internal 6-bolt pattern which mounts to the popular 3-bolt steering wheel pattern. 3 bolts are used, the other 3 are not, this allows for proper indexing of the wheel more easily. The next component is the adapter. This piece accepts the Hub above and typically fits on the shaft of a given type or brand of steering system. Adapters are available in several lengths to enable you to adjust the wheel distance from the dash. Our billet adapters as shown in the photo below have 12 threaded holes for the hub. You will utilize only 3 of the 12 holes. Again this done for ease of indexing the steering wheel properly. The back side of the adapter has a keyed tapered hole that slides over the steering shaft and is secured with the large nut visible in front of the adapter in the photo. The final piece is optional and is applicable to some systems only...the aluminum dash bezel. It is strictly a dress-up piece that replace some stock plastic bezels (or helm covers).
The second type of steering wheel mounting is done with what we call the 1-piece hub below. This part is a fixed length [i]and mounts directly on the steering shaft of the helm. It is essentially the above Hub and Adapter assembly melded into one part. The 1-piece hubs are not available for all wheel styles and come in only one length. The white line in the photo below is used to illustrate the internal cavity in the hub where it attaches to the helm. These hubs have 3/4 taper shaft holes common to most steering systems.
I'm checking that the quick release hub then converts form the 3 bolt to the 6 bolt pattern for the Sparco wheel.
Other:
Also spoke to Beverley at Leda - need to strip dampers and springs and send down to be revalved an springs supplied: Need to check
weight for the old 2.2l alloy engine:
approx weight of the new 358ci steel small block engine:
http://i22.photobucket.com/albums/b308/MBlur/IMG_1300.jpg
approx weight of the new 358ci steel small block engine:
http://i22.photobucket.com/albums/b308/MBlur/IMG_1300.jpg
http://www.lbmracing.com/uploaded_images/TPE.10.02.07028b-746660.JPG
We're assuming G50 Porsche trans similar weight to the enault UN1 box - both are hung out to the rear: http://www.lbmracing.com/uploaded_images/TPE.10.02.07029b-781813.JPG
We're assuming G50 Porsche trans similar weight to the enault UN1 box - both are hung out to the rear: http://www.lbmracing.com/uploaded_images/TPE.10.02.07029b-781813.JPG
Weight distribution would be on a par with a Small block Mosler, Saleen, Pantera, GT40 etc.. no opportunity to take corner weights as we're behind schedule due to a delay in the trans arriving.
From prev runs: generally rates felt soft against the car whcih is pretty rigid tho some of this was coming from the tyres.
From prev runs: generally rates felt soft against the car whcih is pretty rigid tho some of this was coming from the tyres.
Sending the existing springs with the dampers so Leda can get a baseline for the new rates. I'll try and get the workshop to strip the coil overs down over next week to 10 days tho they've got loads on.
q - is there any identification marks/numbers I can look for to ensure they are Ledas? Need to have a look at them when they come off.
Sunday, February 11, 2007
Update - 10/02/07 (workshop pics)
Got down to the workshop and took some pics of last week's progress. Unsuprisigly the car looks a mess but at leats work is now underway. Blimming fuel cell wont fit - will check summit racing (www.summitracing.com) for 2 smaller upright fuel cells... pah!
Friday, February 09, 2007
Team Dynamics rims>?
Once I've worked out the offset and bores - Rimstock will supply a set of 4 Team Dynamic Pro-Race 1.2s as per pic above for approx £450 or $800 (that's delivered in the UK) + shipping outside of UK if neccessary. They are heat treated race rims, lightweight available in silver, black, white and possibly gold.
Sent Artie a PM - almost there - jst want to check offsets/bores once last time based on the Rimstock templates. I want to avoid having to use the 20mm hubcentric spacers to clear the Alcon callipers. Maybe that's unavoidable>?
I had planned to go for 7.5J fronts to keep a +ve rake and larger rear to front rolling diameter. I wonder how a 17" 8J rim sit in the front arch. Car is lowered on r-jointed and likely 1000-1500lb+ coil-overs>? Stock 91 SE arches.
Just got to be sure of the offsets and bores.. should take 3 wks to deliver.
options being:7.5 x 17 e15 / 20 / 25 / 30 4 7.5 x 17 e15 / 25 / 30 / 37 / 45 / 53 4, 5, 8 & 10 8.0 x 17 e20 / 25 / 33 / 38 / 40 / 48 / 53 4, 5, 8 & 10 9.0 x 18 e15 / 20 / 30 4 or 5
Thursday, February 08, 2007
Progress at last... wk1 Jan07
Finally we have the trans and the Phoenix guys aren't wasting any time.
All dormant wiring in both the engine bay and interior has been removed. Woo Hoo.. no more hazzardous Lotus wiring!
Complete interior strip also done including dash and ancillaries. Dash, seats, harnesses all ready to go back in.. maybe a coat of paint first tho.
Engine has been temporarily in the vehicle for measurement without the gearbox, removal of both exhaust pipes done and shortened. They require to be turned around so the pipes are at the top of the engine instead ofthe bottom. This is required due to the rear sub frame fouling the exhausts and due to the fact that the driveshaft's will not fit in their current position either.
G50-50 end casing has been removed from the gearbox for strip.
I sent John a pdf manual/assembly diagram for the circa 1989 Porsche G50-50 gearbox so they can strip further. The spray bar will require modification if the box needs to be fitted alternatively but the issue is, John does not want to damage any material without knowing what the inside of the box looks like. If anything falls out or becomes dislodged as they strip, it could be particularly difficult to find out where it belongs! Will then need to check for a cooler, pump etc.
Firewall has also been removed today to create space for the engine and gearbox as expected.
Lots of challenges ahead but it's good to see some sort of light at the end of tunnel and I've every confidence in John, Alan and big Stevie.
I best get down fast to take some pics as John has got this project firmly on the move!!!
All dormant wiring in both the engine bay and interior has been removed. Woo Hoo.. no more hazzardous Lotus wiring!
Complete interior strip also done including dash and ancillaries. Dash, seats, harnesses all ready to go back in.. maybe a coat of paint first tho.
Engine has been temporarily in the vehicle for measurement without the gearbox, removal of both exhaust pipes done and shortened. They require to be turned around so the pipes are at the top of the engine instead ofthe bottom. This is required due to the rear sub frame fouling the exhausts and due to the fact that the driveshaft's will not fit in their current position either.
G50-50 end casing has been removed from the gearbox for strip.
I sent John a pdf manual/assembly diagram for the circa 1989 Porsche G50-50 gearbox so they can strip further. The spray bar will require modification if the box needs to be fitted alternatively but the issue is, John does not want to damage any material without knowing what the inside of the box looks like. If anything falls out or becomes dislodged as they strip, it could be particularly difficult to find out where it belongs! Will then need to check for a cooler, pump etc.
Firewall has also been removed today to create space for the engine and gearbox as expected.
Lots of challenges ahead but it's good to see some sort of light at the end of tunnel and I've every confidence in John, Alan and big Stevie.
I best get down fast to take some pics as John has got this project firmly on the move!!!
Tuesday, February 06, 2007
Update - Jan - slow progress
Good news - trans has finally arrived (£400+ duty!!), aero well under way in Wales bust final cost unkown. Immediate to do's - need to organise the following
Tyre supplier (Proving tricker than I expected..$%^&*)
Gear linkage, cooler, pump, 5-speed shifter (this will be one of the toughest parts of the project)
Wheels - Rimstock - 3 wk build time - need offsets
Drivershafts - ???
Brake pads - Barry can suppyl Hawk pads if I can get him a template
New springs - Leda
First event on the 7th April and we're 3 months behind.. S'stone looks the more likely inuagral event for Team Phoenix.. still to build car, dyno and shakedown..
Hilly on the Lotus Esprit Forum has offered to help to work out the CAD for new gear linkages etc.. also talking to Bobby Hart Racing re their conversion.
Tyre supplier (Proving tricker than I expected..$%^&*)
Gear linkage, cooler, pump, 5-speed shifter (this will be one of the toughest parts of the project)
Wheels - Rimstock - 3 wk build time - need offsets
Drivershafts - ???
Brake pads - Barry can suppyl Hawk pads if I can get him a template
New springs - Leda
First event on the 7th April and we're 3 months behind.. S'stone looks the more likely inuagral event for Team Phoenix.. still to build car, dyno and shakedown..
Hilly on the Lotus Esprit Forum has offered to help to work out the CAD for new gear linkages etc.. also talking to Bobby Hart Racing re their conversion.
Wednesday, January 31, 2007
Update - 31/01/07
Great news is that the trans is finally safe in Phoenix, Grangemouth - the challenge begins Friday.
Also the Time Attack schedule has changed - the last event will now be at Brands Hatch Indy on 2nd Sept instead of 30th Sept at Donnington park. Always fancied racing at Hatch. www.timeattack.co.uk
Spoke to Martyn and the aero is coming along.. should all be ready for March..
ttfn
Jon
Also the Time Attack schedule has changed - the last event will now be at Brands Hatch Indy on 2nd Sept instead of 30th Sept at Donnington park. Always fancied racing at Hatch. www.timeattack.co.uk
Spoke to Martyn and the aero is coming along.. should all be ready for March..
ttfn
Jon
Aerodynamic notes.. aero principles
Converting the car for ground effects is one of the not so big challenges currently facing us and sth MVS Racing are used to working on. I got some great notes from Phil on Lotus Esprit Forum and had a chat with Martyn this morning..
If the racing regs allow you to extend aero mods beyond the body, you should. The idea is that you have a high pressure zone on top of the spoiler pushing down, and a low pressure zone below it pulling down. If the spoiler is inside the line of the body, the low pressure zone is pulling the boot-lip up by an equal amount to the downward pull on the spoiler, so they effectively cancel each other out, wasting half of the aerofoil's potential.By extending the spoiler rearwards, the low pressure zone now acts directly between the spoiler and the road. It's a double win too, because the leverage due to the downforce is increased. The leverage idea also holds true at the front.
The second principle is that you need to allow as little air as possible under the car. This means that the front splitter needs to be as low as possible, so you'll need much stiffer suspension to prevent bottoming out and to keep body roll from "breaking the seal" just when you need it most. Side skirts help stop air sneeking in from the sides.
Third principle (which your pic suggests you're aware of) is that the aerofoil works best with end plates to prevent spillage of the air around its sides. Extend them upwards as well as down. Group C cars usually extend them forwards too to prevent leakage into (and turbulence within) the low pressure zone via the notch between the flying butress and the end plate.
Fourth principle (which also reduces drag) is to avoid any sudden changes in shape because they will cause turbulence. This is why NACA ducts are shaped the way they are. For example, your diffuser will be most effective if it curves upwards rather than being a straight line. This reduction in turbulence will also make the low pressure zone behind the car more effective at pulling the spoiler down.
Fifth, the rear of the (smooth) undertray should ideally be higher than the front to reduce the pressure along the length of the car. Without sideskirts, this isn't too effective, but every little helps.You'll notice that some of the points also make another point more effective, so it pays to keep the whole car in mind. This will also ensure yo keep the car balanced - you don't want to make the rear so effective that you take off like Mercedes did at Le Mans!
Phil
If the racing regs allow you to extend aero mods beyond the body, you should. The idea is that you have a high pressure zone on top of the spoiler pushing down, and a low pressure zone below it pulling down. If the spoiler is inside the line of the body, the low pressure zone is pulling the boot-lip up by an equal amount to the downward pull on the spoiler, so they effectively cancel each other out, wasting half of the aerofoil's potential.By extending the spoiler rearwards, the low pressure zone now acts directly between the spoiler and the road. It's a double win too, because the leverage due to the downforce is increased. The leverage idea also holds true at the front.
The second principle is that you need to allow as little air as possible under the car. This means that the front splitter needs to be as low as possible, so you'll need much stiffer suspension to prevent bottoming out and to keep body roll from "breaking the seal" just when you need it most. Side skirts help stop air sneeking in from the sides.
Third principle (which your pic suggests you're aware of) is that the aerofoil works best with end plates to prevent spillage of the air around its sides. Extend them upwards as well as down. Group C cars usually extend them forwards too to prevent leakage into (and turbulence within) the low pressure zone via the notch between the flying butress and the end plate.
Fourth principle (which also reduces drag) is to avoid any sudden changes in shape because they will cause turbulence. This is why NACA ducts are shaped the way they are. For example, your diffuser will be most effective if it curves upwards rather than being a straight line. This reduction in turbulence will also make the low pressure zone behind the car more effective at pulling the spoiler down.
Fifth, the rear of the (smooth) undertray should ideally be higher than the front to reduce the pressure along the length of the car. Without sideskirts, this isn't too effective, but every little helps.You'll notice that some of the points also make another point more effective, so it pays to keep the whole car in mind. This will also ensure yo keep the car balanced - you don't want to make the rear so effective that you take off like Mercedes did at Le Mans!
Phil
Monday, January 22, 2007
Great news.. at last (23/1/07)
3 things that have made my Monday..
Trans touching down in Glasgow on Thursday according to Panalpina - good
Accepted for Demon Tweeks Sponsorship Scheme - great ! A superb opportunity for any racer (see below) especialy given Eleanor's potential thirst for fuel.
"The Demon Tweeks Sponsorship Scheme is limited to 2000 members each year, and registrations are on a first come first served basis. Scheme members benefit from all the above Pole Position benefits plus FREE decals in association with Sparco, an the chance to win multiple GBP150.00 credit vouchers. Previously, individual members have won over GBP2,500 in a season."
Trans touching down in Glasgow on Thursday according to Panalpina - good
Accepted for Demon Tweeks Sponsorship Scheme - great ! A superb opportunity for any racer (see below) especialy given Eleanor's potential thirst for fuel.
Proposed body/aero modifications have been provisionally accepted by the chief scrutineer - BLOODY EXCELLENT!!!
"The Demon Tweeks Sponsorship Scheme is limited to 2000 members each year, and registrations are on a first come first served basis. Scheme members benefit from all the above Pole Position benefits plus FREE decals in association with Sparco, an the chance to win multiple GBP150.00 credit vouchers. Previously, individual members have won over GBP2,500 in a season."
FREE membership. FREE Phone (0800) number direct to Demon Tweeks sales - exclusive to club members. Exclusive offers for club members. Help and advice from our knowledgeable staff. Club magazine, keeping you in touch with the motorsport scene. Technical tips and advice. Championship reviews and news from other members. Updates on the latest products and innovations
Sunday, January 21, 2007
Update 21/01/07 - It's all GO-GO-GO !!!!
-733847.gif)
G50 trans flew out Saturday & should be touching down in Prestwick Mon/Tues - hoping Phoenix can collect Wed/Thurs. Also included in the box of goodies being race clutch, slave, flywheel, adaptor plate, OBX harnesses, Summit Racing fuel cell + sender and an Optima hi-po battery. Then it's all over to Phoenix.
I'm NOW signed up for the Pro Series - Naturally Aspirated class - no more 4wd/rwd/fwd.. it's now blown or n/a, which moves a lot in our favour. Ouch - entry cost due is approx £1200 to be paid by 28/2. We then get dedicated pit area at Donnington and S'stone and more practice time from first glances. With the removal of open wheelers it'll be interesting what I'll come up against.
Time Attack dates are out (no pressure) there are 4 rounds being:7/8 April - Donnington (9 weeks away!!)3 June - S'stone28 July - Knockhill30 Sept - S'stone. Have asked John to secure the flatbed for the above dates and also see if any of the guys can trip down to give support on the day to help set the engine etc.
Still selling and buying bits.. it's a full turnover of the garage with boxes everywhere...
Undergound Graphics in Perth are now quoting for the livery - will send John the designs asap.
I think the next big step it to get Phoenix group's Mktg on-side discuss where we go from here in terms of how we promote Phoenix through the car and how Phoenix can support the project for 07-08?
Have asked one of the guys to drop out the brake pads and do an initial assessment. I want to fax Barry templates so we can get Hawk pads ordered up and sent over in good time. Prb one set + spare set.
I'll try and speak to Dastek again re dyno use. Won't book anything until we know we're on course. I'm hoping Gerry has worked on carb'd V8s before. A wide band lambda and constant checking of plugs will be essential. May need different jets to get the car running sweet. Still need to sort out an exhaust - may try a local company as well as Willie over at Meercat. Again I'm looking to leverage the promo opportunities against cost. Barry reckons pipes will run at the 105db limit without baffles.
According to Marytn at MVS - aero is cracking on at a pace. I sent the engine cover down last week. I've sent the CoC the basic outline for approval (see pic - fingers crossed).
Canvassing different coys for a tire supplier deal. Tires will be a big cost factor after fuel. Still no news on Demon Tweek PP Club application.
As always looking for more ways to cut the costs from this shoe-string venture.
Wish me luck!!!
Friday, January 19, 2007
some progress at last..
jst got a call - carbon work well under way in Wales, trans finally en route from Texas and talking to graphics coys on the livery.
The downside is the window before Donny (6th-7th April) is getting ever closer.
Jon
The downside is the window before Donny (6th-7th April) is getting ever closer.
Jon
Thursday, January 11, 2007
2007 Time Attack layout
First event at Donny - 45,000+ spectators expected. Details of 07 rules courtesy of www.timeattackco.uk
The goal for each competitor is simple. To achieve the quickest lap on circuit whilst aiming for the lap record under Time Attack conditions.
There are 3 classes of vehicles in the Time Attack Series which are :4wd, Fwd, Rwd , Club Challenge will run alongside the Pro category.
For 2007 the Time Attack Series is now open for entries so if you are interested, and think you and your vehicle are capable of competing against the best road tuned cars, please send an email to info@timeattack.co.uk with brief information on you/your vehicle.
These vehicles will be split according to their driveline into classes as above, the total number of entrants into both Pro & Club categories are limited.
At the event the Time Attack Series will operate as follows. Each driver will have two long period open pit lane style sessions. These sessions are un-timed and are used for setup and driver familiarisation of the circuit. The Time Attack will start as a separate session later on and will consist of direct entry into the final event by all competitors. There will be no qualifying or semi finals. One by one each driver will be given time on circuit to lay down their quickest lap. They will be sent out on their own without traffic or slower cars on circuit and make one warm-up lap. They will then immediately proceed onto their flying lap and register the quickest time possible. As they pass the start/finish line they will trigger and de-trigger the independent timing gear and the time recorded and displayed. Once they have competed their lap they will carry on to perform a cool-down lap prior to returning to the pit or holding area. Each driver/vehicle will be allowed only one chance to record the Time Attack lap, everything rests on their performance of that lap. There are no second chances or repeat runs.
Once all cars have run the times will be reviewed and trophies awarded to each class ( 4wd.Fwd,Rwd. ) for the top 2 drivers/vehicles in each class (winner and runner up). A trophy presentation will happen and the times will be officially recorded and recognised by the circuit as a lap record held under Time Attack conditions.
The goal for each competitor is simple. To achieve the quickest lap on circuit whilst aiming for the lap record under Time Attack conditions.
There are 3 classes of vehicles in the Time Attack Series which are :4wd, Fwd, Rwd , Club Challenge will run alongside the Pro category.
For 2007 the Time Attack Series is now open for entries so if you are interested, and think you and your vehicle are capable of competing against the best road tuned cars, please send an email to info@timeattack.co.uk with brief information on you/your vehicle.
These vehicles will be split according to their driveline into classes as above, the total number of entrants into both Pro & Club categories are limited.
At the event the Time Attack Series will operate as follows. Each driver will have two long period open pit lane style sessions. These sessions are un-timed and are used for setup and driver familiarisation of the circuit. The Time Attack will start as a separate session later on and will consist of direct entry into the final event by all competitors. There will be no qualifying or semi finals. One by one each driver will be given time on circuit to lay down their quickest lap. They will be sent out on their own without traffic or slower cars on circuit and make one warm-up lap. They will then immediately proceed onto their flying lap and register the quickest time possible. As they pass the start/finish line they will trigger and de-trigger the independent timing gear and the time recorded and displayed. Once they have competed their lap they will carry on to perform a cool-down lap prior to returning to the pit or holding area. Each driver/vehicle will be allowed only one chance to record the Time Attack lap, everything rests on their performance of that lap. There are no second chances or repeat runs.
Once all cars have run the times will be reviewed and trophies awarded to each class ( 4wd.Fwd,Rwd. ) for the top 2 drivers/vehicles in each class (winner and runner up). A trophy presentation will happen and the times will be officially recorded and recognised by the circuit as a lap record held under Time Attack conditions.
Monday, January 08, 2007
Update - Jan07
No progress as such on the project, which is a worry with the first event in early April.
Spoke to Barry - trans has arrived from Rod's race team in California. He's jst waiting on the fly and clutch. Barry is also supplyng a starter motor, clutch slave cylinder and moroso baffles.
Have also ordered my fuel cell and an optima race battery from summit racing in the US (www.summitracing.com) and a trickle charger; tho now I'm really unsure whether it'll work coming from the US (eek!). Fuel cell, new harnesses and battery being delivered over to Barry to crate up & fly over.
Looking to order up new bolt-on spacers from PUK racing and wheels/tires asap. Will check with Rob re' any tire deals. Money.. blimming money!!
Dropped engine hatch down to unique styling (weighs a ton!!) - Stevie's courier can transport it to MVS - Martyn will then take a mould, make up a carbon hatch, power bulge and scop vent for the K&N pan filter.
Recently I've been in discussions with Marc, TA's cheif scrutineer - most regs look okay and jst need to finalise up the fnal aero package to ensure car's resemblence isn't compromised; whilst also getting the ground effects we're after.
Hopefully trans will arrive within next 10-14 days so that Phoenix can get firing into the conversion. Nonews yet when I can get the linkage from John Hazzard.
Team has been entered into the pro-class. The new 2007 timeattack site is up and running. www.timeattack.co.uk
Stay tuned..
Spoke to Barry - trans has arrived from Rod's race team in California. He's jst waiting on the fly and clutch. Barry is also supplyng a starter motor, clutch slave cylinder and moroso baffles.
Have also ordered my fuel cell and an optima race battery from summit racing in the US (www.summitracing.com) and a trickle charger; tho now I'm really unsure whether it'll work coming from the US (eek!). Fuel cell, new harnesses and battery being delivered over to Barry to crate up & fly over.
Looking to order up new bolt-on spacers from PUK racing and wheels/tires asap. Will check with Rob re' any tire deals. Money.. blimming money!!
Dropped engine hatch down to unique styling (weighs a ton!!) - Stevie's courier can transport it to MVS - Martyn will then take a mould, make up a carbon hatch, power bulge and scop vent for the K&N pan filter.
Recently I've been in discussions with Marc, TA's cheif scrutineer - most regs look okay and jst need to finalise up the fnal aero package to ensure car's resemblence isn't compromised; whilst also getting the ground effects we're after.
Hopefully trans will arrive within next 10-14 days so that Phoenix can get firing into the conversion. Nonews yet when I can get the linkage from John Hazzard.
Team has been entered into the pro-class. The new 2007 timeattack site is up and running. www.timeattack.co.uk
Stay tuned..
Wednesday, January 03, 2007
Team Phoenix - Racing 24 - New livery idea
The ex-Hazzard Phoenix Esprit has raced under #24 for many years.
Another more famous Team 24 exists in the form of Jeffo Gordon's Dupont team.
The NASCAR and number connection is too hard to resist. Expect an imminent redirection for the new site and car livery.
Monday, January 01, 2007
First Time Attack dates released
Happy New Year folks!
Application sent in for 2007 Time Attack c'ship.
First dates already announced:
Donnington - 7th/8th April
Silverstone - 3rd June
More dates to be announced
Application sent in for 2007 Time Attack c'ship.
First dates already announced:
Donnington - 7th/8th April
Silverstone - 3rd June
More dates to be announced
Tuesday, December 12, 2006
Update - 12th December
Teaser page for the new team site is now available at: www.phoenixesprit.com
Barry finally found my bank transfer - he'd been looking in the wrong account - he's had the money since 27th November £%&&^$&^$"£ - hopefully he'll now get things moving asap with an aim to have the trans with Phoenix before Xmas.
Mike Sekinger has decided to keep the gearbox so change of plan #5972.. however he has asked John Hazzard to send me up the linkage to borrow if I pay p&p. Will have to see how this shakes out.
No updates on carbon
New seats ordered and new s/wheel arrived. Rimstock can also supply wheels for £450 delivered, which is a massive saving over the Compos. Will order in the New Year.
Need to find a supplier of roll cage foam.
Got an ad from Gottfried - he's selling a full on sequential Hollinger trans and a 750bhp all-alu motor but both well out of budget.. spec is awesome tho.
I need to remind Barry to get those Morroso mufflers and clutch cylinder.
Sent Willie at Meercat Exhausts (www.meercat-exhausts.com) pics of the engine and engine bay with an aim to sorting out the pipe work once engine is in place.
Little done ~ lots to do
Barry finally found my bank transfer - he'd been looking in the wrong account - he's had the money since 27th November £%&&^$&^$"£ - hopefully he'll now get things moving asap with an aim to have the trans with Phoenix before Xmas.
Mike Sekinger has decided to keep the gearbox so change of plan #5972.. however he has asked John Hazzard to send me up the linkage to borrow if I pay p&p. Will have to see how this shakes out.
No updates on carbon
New seats ordered and new s/wheel arrived. Rimstock can also supply wheels for £450 delivered, which is a massive saving over the Compos. Will order in the New Year.
Need to find a supplier of roll cage foam.
Got an ad from Gottfried - he's selling a full on sequential Hollinger trans and a 750bhp all-alu motor but both well out of budget.. spec is awesome tho.
I need to remind Barry to get those Morroso mufflers and clutch cylinder.
Sent Willie at Meercat Exhausts (www.meercat-exhausts.com) pics of the engine and engine bay with an aim to sorting out the pipe work once engine is in place.
Little done ~ lots to do
Monday, December 04, 2006
OMG - LOTRDC dates already out..!
If I'm lucky I'll make Donny - no way I'll be ready for Spa - a long-term dream for now..
24/3 & 25/3 - Brands Hatch Indy
7/4 – Silverstone
12/5 & 13/5 Snetterton
2/6 - Oulton Park
14/7 - Castle Coombe
1/9 & 2/9 - Donington Park
12/10,13/10 & 14/10 - Spa
10/11 & 11/11 - Brands Hatch Indy
24/3 & 25/3 - Brands Hatch Indy
7/4 – Silverstone
12/5 & 13/5 Snetterton
2/6 - Oulton Park
14/7 - Castle Coombe
1/9 & 2/9 - Donington Park
12/10,13/10 & 14/10 - Spa
10/11 & 11/11 - Brands Hatch Indy
Thursday, November 30, 2006
Bobby Hart racing - G50: shifter, linkage, pump and cooler..
Spoke to Bobby Hart in California re the G50 trans and side shifter kit he supplies -iirc I used to watch Bobby race in Champ/IRl years ago..
"Jon, 600 hp is a lot for G50 You should be looking at a 50/50 or 50/52 they have better Gear ratios and stronger Ring and pinion I assume you have about 550 lbs of torque, yes we can do a oil system, pump,cooler, oil filter, A 50/52 rebuilt With side shifter 80% or 40% LSD is $11000.00 us Hope this helps Bobby Hart"
This is the thing with Barry's engine - most V8s create huge low ened torque which is a massive problem for traction, hard to drive out of turns and threatens trans longevity - this is also usually coupled with a lazy hammer of a delivery: Barry's engine doesn't have so much torque - maybe about 470.lbft at the full 650bhp (4-bore); and 410.lbft currently with 575bhp (2-bore). But it's a seasoned wincaton/sportsman spec Dart block and heads (348 crank with slight bore to 358) and the torque curve has deliberately been moved up the rev band for traction; but revs outs nicely and spools up quickly with minimal inertia.
It also have a wide power band and redline at 9000rpm engine; but we're limiting to 7400-8300rpm for road circuit use. Only runs off a custom 700CFM Da Vinci 2-bore and doesn't have much porting over the standard Dart.. but all internals are very strong and light. We could run more torque but on road circuits the advantages may be outweighed by the disadvantages; not to mention the extra stresses etc. Aim is to gradually port the engine to give +50bhp each time and see how the set-up feels. Roller cams also pegged for next rebuild.
Some good news - Mike Sekinger is going to sell me the shifter and linkage from John Hazzard's G50 and Hazzard is also going to sell me a pump and cooler kit he had made up for one of his UN1s.
Cheers
Jon
"Jon, 600 hp is a lot for G50 You should be looking at a 50/50 or 50/52 they have better Gear ratios and stronger Ring and pinion I assume you have about 550 lbs of torque, yes we can do a oil system, pump,cooler, oil filter, A 50/52 rebuilt With side shifter 80% or 40% LSD is $11000.00 us Hope this helps Bobby Hart"
This is the thing with Barry's engine - most V8s create huge low ened torque which is a massive problem for traction, hard to drive out of turns and threatens trans longevity - this is also usually coupled with a lazy hammer of a delivery: Barry's engine doesn't have so much torque - maybe about 470.lbft at the full 650bhp (4-bore); and 410.lbft currently with 575bhp (2-bore). But it's a seasoned wincaton/sportsman spec Dart block and heads (348 crank with slight bore to 358) and the torque curve has deliberately been moved up the rev band for traction; but revs outs nicely and spools up quickly with minimal inertia.
It also have a wide power band and redline at 9000rpm engine; but we're limiting to 7400-8300rpm for road circuit use. Only runs off a custom 700CFM Da Vinci 2-bore and doesn't have much porting over the standard Dart.. but all internals are very strong and light. We could run more torque but on road circuits the advantages may be outweighed by the disadvantages; not to mention the extra stresses etc. Aim is to gradually port the engine to give +50bhp each time and see how the set-up feels. Roller cams also pegged for next rebuild.
Some good news - Mike Sekinger is going to sell me the shifter and linkage from John Hazzard's G50 and Hazzard is also going to sell me a pump and cooler kit he had made up for one of his UN1s.
Cheers
Jon
Thursday, November 23, 2006
Update - 23rd Nov 06
I'll start with the good news first - jst passed my ards test - woo hoo. I'm now 'legal'. Blimming easy tho took it all in and appreciate this is jst the start of my learning curve & not the end. Completed my track work in a Ibiza Cupra - it was wet but still fifty times easier than the Esprit in the dry..! What's better is that I can block-book time with one of the instructors to adapt to 'Eleanor's' new set-up and refine my craft.
re trans - Barry's blimming credit card wont accept money from my credit card.. how mad is that - it means I can't order the trns etc until the end of the month when my bonus come sin. Aaaaarggghhhh!
Small world - looks like I may be able to get the shifter arrangment from Mike Sekinger who bought the engine and box out of Eleanor's sister car. That would def work a treat.
team shirt arrived with new logo but I only managed to go and speel Phoenix wrong.. doh! Duly corrected before I order shirts etc for the rest of the guys.
Trying to source a wheel boss so I can order a new one. Hope to get a new carbon bucket from Martyn, new dash, new harness, new shifter, paint inside and new cage covers and hopefully make th ecar look a lot less tired looking and match Gary's eventual exterior transformation.
Parcelforce almost sent the nascar gauge back to the US - still checking whether they caught it in time.
Hoping Phoenix will service the brakes, hubs, bearings soon & I can order up new parts inc. spacers and those lovely Compomotive MOs..
Meanwhile Martyn down at MVS is cracking on with the aero package - rear diffuser is done - he's now starting on front end, wing, roof scoop and engine cover..
Lots to do.. long way to go.
Cheers
Jon
re trans - Barry's blimming credit card wont accept money from my credit card.. how mad is that - it means I can't order the trns etc until the end of the month when my bonus come sin. Aaaaarggghhhh!
Small world - looks like I may be able to get the shifter arrangment from Mike Sekinger who bought the engine and box out of Eleanor's sister car. That would def work a treat.
team shirt arrived with new logo but I only managed to go and speel Phoenix wrong.. doh! Duly corrected before I order shirts etc for the rest of the guys.
Trying to source a wheel boss so I can order a new one. Hope to get a new carbon bucket from Martyn, new dash, new harness, new shifter, paint inside and new cage covers and hopefully make th ecar look a lot less tired looking and match Gary's eventual exterior transformation.
Parcelforce almost sent the nascar gauge back to the US - still checking whether they caught it in time.
Hoping Phoenix will service the brakes, hubs, bearings soon & I can order up new parts inc. spacers and those lovely Compomotive MOs..
Meanwhile Martyn down at MVS is cracking on with the aero package - rear diffuser is done - he's now starting on front end, wing, roof scoop and engine cover..
Lots to do.. long way to go.
Cheers
Jon
Sunday, November 12, 2006
In-progress shots
Got to say Barry's 358ci looks awesome.. what surprised John and the Phoenix guys was just how light the engine was and how compact. Only possible problem may be the Stahl headers: if of course the tranny + adaptor etc isn't too long.
Lots of work to do - re-loom to start shortly and $7K trans should take 2 wks to come across. Still trying to track down the Chip Gnassi dash.
Friday, November 10, 2006
The challenge is on - the size of task daunts!
Finally ordered the $6000 G50 trans, adapter plate, fly, clutch etc last night - should take a cpl of weeks all in to send from CA to Texas then to Glasgow through Panalpina.
John L had mentioned the carb looked suspect and not a 'Da Vinci'? I spoke to Barry re the carb - it's a handbuilt carb using a holley casing and Da Vinci parts - i.e. a on-eoff: much of which are modified from a 4 barrel - so bigger jets etc but Barry can supply different parts to help set the car up. I believe the parts/time etc run into the $$$$.
Going down to the workshop tomorrow morning for a pow wow. Main thing is to discuss the install - this will of course become clearer once the trans arrives. As mentioned it may be necessary to move the firewall but critical measurements look ok; albeit with no major room left over. Width wise the Esprit is pretty wide to accomodate the block. However the rear roll cage tubes may need to be cut and modified. To run the headers it may be neccessary to re-house the fuel tank in the front and I can get a fuel cell from the US if needs be.
Have asked John if he can arrange to have one of the valve-covers removed then we can have a look at what all the fuss is about. I was suprised to hear the engine had chromed covers - my preference would be the whole thing to be in matt black but will take what we get, and I guess a small bit of chrome will look quite 'bling'. There is approx £35K of internals in that engine I'm told. MSD has a 7200rpm chip in currently but there's chips there up to 8300rpm! The valves are not hydraulic and need to be set-up jst before the engine is fired (and before every event). Race springs are tight and so weaken if let to stand, even titanium ones. They also get replaced every year or 2 because of this.
Before the trans gets here I suggested removing the back-end bodywork for easier access and engine crane the block over the car to see how the block may sit and work out what needs chopping. I reckon the length of the trans, adapter plate etc wont cause any problems. The tubes can be cut as the chassis is backboned and the tubes are part of the cage. However once put together we need to make it look as close to blue book as poss but we can perhaps bolt the rear sections.
Once the tranny arrives I see the project has 5 main stages:
- The initial install: making the hardware, mounts and any chassis mods to accomodate. Clearly a massive amount of work to be done but then this is no normal project. I'm hoping Phoenix enjoy the challenge?
- Re-loom and wiring: hooking up new wiring/fuses to fit the new engine, dash etc. Should hopefully be a lot less than what's in there currently. At this stage we'd probably best put in one very large red top battery or 2 batteries given the lack of an alternator. This will make a massive difference to the car's reliability.
- Engine set-up: Clearly this is the most risky stage for the engine and Barry made a point that the fine tolerances in the engine could be easily damaged from poor set-up. Although I know he's left notes and is a phonecall away - I appreciate this is the first Phoenix will have set up an engine like this; so may look to fly Barry over after Xmas to help set yup the car for the first time and show Alan around the valves etc which all need to be set being race springs. This will then be completed on the rollers for final tuning. Unless Phoenix a pref I thought of calling Gerry @ Dastek for use of their dyno and let Barry tune it up.
- Chassis: Hopefully a fun stage as it means getting the car on track and working out damper settings etc. It's probably worth talking to John at Leda and maybe send down the current springs to measure poundage unless they're marked or you have spring testers? From that John (if we give him the increase in weight etc) will be able to have an idea of what springs to try. I suspect as I'll be running ground effects that the springs will be 1000lb+ (certainly on the rear). At that stage we can work out if the dampers need removed, serviced and revalved accordingly. Brakes should hopefully involve new lines, pads, salve cylinders and that pedal box assembly. I'll likely be going for 17 or 18" (x10J) wheels with new rubber so we can get the power down and sort the corner weights.
- Bodywork/livery: again a fund stage & all down to Mr Codling Jr. We decide on a livery scheme and decide how Phoenix want to use the car for promo work etc. I've promised Rob Barnes a showstopper!
Housekeeping: I'm getting some heat from buyers - I'll pick up the lights and motors tomorrow (Brian is coming over in the avo). I'll also stick the delivery address on the box with the block and chargecooler for Magnus, and have UPS pick that up in the week. Also the main engine needs to be drained and tied to the block - Garry K will then send courier to pick up. The speedo needs to be removed for Darren and I'll pick that up in the week if okay.
All this by mid-March before the first timeattack event, which the team is already registered and really hope Phoenix still want to be involved with. I'm sure they must have some concerns re' the install but I have no doubt they can work round these and make work what is already £20K+ project. What I need reassurance on, now that I've vested this money, is that they're still enthusiastic and confident to get the job done. Will chat it all over with John L tomorrow.
Hopefully I'll feel more confident in my next update..
John L had mentioned the carb looked suspect and not a 'Da Vinci'? I spoke to Barry re the carb - it's a handbuilt carb using a holley casing and Da Vinci parts - i.e. a on-eoff: much of which are modified from a 4 barrel - so bigger jets etc but Barry can supply different parts to help set the car up. I believe the parts/time etc run into the $$$$.
Going down to the workshop tomorrow morning for a pow wow. Main thing is to discuss the install - this will of course become clearer once the trans arrives. As mentioned it may be necessary to move the firewall but critical measurements look ok; albeit with no major room left over. Width wise the Esprit is pretty wide to accomodate the block. However the rear roll cage tubes may need to be cut and modified. To run the headers it may be neccessary to re-house the fuel tank in the front and I can get a fuel cell from the US if needs be.
Have asked John if he can arrange to have one of the valve-covers removed then we can have a look at what all the fuss is about. I was suprised to hear the engine had chromed covers - my preference would be the whole thing to be in matt black but will take what we get, and I guess a small bit of chrome will look quite 'bling'. There is approx £35K of internals in that engine I'm told. MSD has a 7200rpm chip in currently but there's chips there up to 8300rpm! The valves are not hydraulic and need to be set-up jst before the engine is fired (and before every event). Race springs are tight and so weaken if let to stand, even titanium ones. They also get replaced every year or 2 because of this.
Before the trans gets here I suggested removing the back-end bodywork for easier access and engine crane the block over the car to see how the block may sit and work out what needs chopping. I reckon the length of the trans, adapter plate etc wont cause any problems. The tubes can be cut as the chassis is backboned and the tubes are part of the cage. However once put together we need to make it look as close to blue book as poss but we can perhaps bolt the rear sections.
Once the tranny arrives I see the project has 5 main stages:
- The initial install: making the hardware, mounts and any chassis mods to accomodate. Clearly a massive amount of work to be done but then this is no normal project. I'm hoping Phoenix enjoy the challenge?
- Re-loom and wiring: hooking up new wiring/fuses to fit the new engine, dash etc. Should hopefully be a lot less than what's in there currently. At this stage we'd probably best put in one very large red top battery or 2 batteries given the lack of an alternator. This will make a massive difference to the car's reliability.
- Engine set-up: Clearly this is the most risky stage for the engine and Barry made a point that the fine tolerances in the engine could be easily damaged from poor set-up. Although I know he's left notes and is a phonecall away - I appreciate this is the first Phoenix will have set up an engine like this; so may look to fly Barry over after Xmas to help set yup the car for the first time and show Alan around the valves etc which all need to be set being race springs. This will then be completed on the rollers for final tuning. Unless Phoenix a pref I thought of calling Gerry @ Dastek for use of their dyno and let Barry tune it up.
- Chassis: Hopefully a fun stage as it means getting the car on track and working out damper settings etc. It's probably worth talking to John at Leda and maybe send down the current springs to measure poundage unless they're marked or you have spring testers? From that John (if we give him the increase in weight etc) will be able to have an idea of what springs to try. I suspect as I'll be running ground effects that the springs will be 1000lb+ (certainly on the rear). At that stage we can work out if the dampers need removed, serviced and revalved accordingly. Brakes should hopefully involve new lines, pads, salve cylinders and that pedal box assembly. I'll likely be going for 17 or 18" (x10J) wheels with new rubber so we can get the power down and sort the corner weights.
- Bodywork/livery: again a fund stage & all down to Mr Codling Jr. We decide on a livery scheme and decide how Phoenix want to use the car for promo work etc. I've promised Rob Barnes a showstopper!
Housekeeping: I'm getting some heat from buyers - I'll pick up the lights and motors tomorrow (Brian is coming over in the avo). I'll also stick the delivery address on the box with the block and chargecooler for Magnus, and have UPS pick that up in the week. Also the main engine needs to be drained and tied to the block - Garry K will then send courier to pick up. The speedo needs to be removed for Darren and I'll pick that up in the week if okay.
All this by mid-March before the first timeattack event, which the team is already registered and really hope Phoenix still want to be involved with. I'm sure they must have some concerns re' the install but I have no doubt they can work round these and make work what is already £20K+ project. What I need reassurance on, now that I've vested this money, is that they're still enthusiastic and confident to get the job done. Will chat it all over with John L tomorrow.
Hopefully I'll feel more confident in my next update..
Thursday, October 26, 2006
MIA engine - phew! stress?
Phew! Been a bit of 'mare getting the engine through customs etc - jst waiting on courier's bank showing the BACS transfer I sent yesterday - pending that: crate is good to go for collection.. unfortunately I am now being charged £24 per day holding fee on top of the £416 charged (better than initial £2000 quoted tho)!!!
Hopefuly Phoenix can move quickly to get across to Prestwick and pick up the 370kg crate.
New site, merchandise shop well under way - new logos incorporated. Passed basic mock-up to Tom to work on a 'teaser' site.
I've now registered the car/team with Rob Barnes for the 'tuner class' for the UK time-attack series for next year. It's about 6 spaced-out rounds dotted around UK's tracks - will need to sit down and chat with JL what resource Phoenix have to support this next year but it's a great opportunity for John and group to promote the workshop as a 'tuner' on the aftermarket. Fingers crossed - given nature of the engine, I'll need regular mechanical support either way. Also need a flatbed to transport car/parts to events. I should have draft regs and dates, from Rob, over next month or so.
www.timeattack.co.uk
Hopefuly Phoenix can move quickly to get across to Prestwick and pick up the 370kg crate.
New site, merchandise shop well under way - new logos incorporated. Passed basic mock-up to Tom to work on a 'teaser' site.
I've now registered the car/team with Rob Barnes for the 'tuner class' for the UK time-attack series for next year. It's about 6 spaced-out rounds dotted around UK's tracks - will need to sit down and chat with JL what resource Phoenix have to support this next year but it's a great opportunity for John and group to promote the workshop as a 'tuner' on the aftermarket. Fingers crossed - given nature of the engine, I'll need regular mechanical support either way. Also need a flatbed to transport car/parts to events. I should have draft regs and dates, from Rob, over next month or so.
www.timeattack.co.uk
Tuesday, October 24, 2006
Update - 24th Oct
Bit of a rollercoaster of a day..
Initially Barry's engine was supposed to have touched down on Saturday but no word was heard until today (Tuesday). Chased back through Barry who chased his courier who then contacted Phoenix who then contacted me, phew!
It turns out the engine was stuck in customs and being held in dock. Spoke to the shipper in Glasgow - customs'excise charge was going to work to almost £2K.. argh!
This was because they had used the invoice which showed the insurance value rather than what I had paid. Straight back onto phone with Barry who will duly send the correct invoice for the subsidised value paid. That's being faxed straight over to the lovely Elaine who has been great so far,
Hopefully tomorrow I can pay the cpl of hundred owed and once cleared then Phoenix guys can trip over to Prestwick to collect the engine as planned.. I'll be glad when the engine is safe n sound in the workshop.
On a brighter note - spoke to Martyn @ MVS - carbon bits coming along nicely - he has a cracking Group-C type wing that'll do the job and he hopes to tackle the front end over the winter. Rear diffuser is more or less good-to-go will be deivered over next few weeks. We also discussed a second skin roof panel come scoop that would ram air straight into the Da Vinci 2-bore. This wouldn't be very high but would work a treat...max air flow - minimal drag. The panel could be a complete section inc. engine cover.. Ultima eat your heart out. No massive rush as no plans to get the car into Gary's until end of Jan-Feb anyway.
Medical for race license all green - ards booked for November. One more check-box ticked!
Spoke to Rob Barnes - possibility we may have to replace the marguard front screen to comply with timeattack regs - should be confirmed by New Year.
Off to design a mock-up for Tom for the new website www.phoenixesprit.com
Drop in and buy lots - shop already updated: www.cafe-press.com/phoenixesprit
Initially Barry's engine was supposed to have touched down on Saturday but no word was heard until today (Tuesday). Chased back through Barry who chased his courier who then contacted Phoenix who then contacted me, phew!
It turns out the engine was stuck in customs and being held in dock. Spoke to the shipper in Glasgow - customs'excise charge was going to work to almost £2K.. argh!
This was because they had used the invoice which showed the insurance value rather than what I had paid. Straight back onto phone with Barry who will duly send the correct invoice for the subsidised value paid. That's being faxed straight over to the lovely Elaine who has been great so far,
Hopefully tomorrow I can pay the cpl of hundred owed and once cleared then Phoenix guys can trip over to Prestwick to collect the engine as planned.. I'll be glad when the engine is safe n sound in the workshop.
On a brighter note - spoke to Martyn @ MVS - carbon bits coming along nicely - he has a cracking Group-C type wing that'll do the job and he hopes to tackle the front end over the winter. Rear diffuser is more or less good-to-go will be deivered over next few weeks. We also discussed a second skin roof panel come scoop that would ram air straight into the Da Vinci 2-bore. This wouldn't be very high but would work a treat...max air flow - minimal drag. The panel could be a complete section inc. engine cover.. Ultima eat your heart out. No massive rush as no plans to get the car into Gary's until end of Jan-Feb anyway.
Medical for race license all green - ards booked for November. One more check-box ticked!
Spoke to Rob Barnes - possibility we may have to replace the marguard front screen to comply with timeattack regs - should be confirmed by New Year.
Off to design a mock-up for Tom for the new website www.phoenixesprit.com
Drop in and buy lots - shop already updated: www.cafe-press.com/phoenixesprit
Sunday, October 08, 2006
Update - 8th Oct 06
Started morning - 5am to watch Japan GP - Schuey's engine blew - pretty much handed c'ship to Alonso - not a great start to my day. I'm not tifosi but I'd like to see the old man go out with a 8th title - hopefully he can finish his last ever Gp with a win in Brazil.
LBM cafe-press goodies arrived - after a £9 customs and royal mail charge. However stuff looks good - BB cap, hoodie for wife and team shirt for moi. Guess what folks getting for Xmas this year (LBM goodie bag..lol) + gonna get the guys at the workshop some team shirts.
The great lotus sell-off continues - if all goes well I may find buyers for top end inc. TBs, injectors, BOV, chip etc. Also had some interest on the trannies and looks as if headlights and 2 spare rear wheels will find a home. Waiting on Garry Kemp to confirm back on the main engine. Turbo, c'cooler, spare block and ecu are sold. All money made towards the cause.
Still waiting on shipping costs from Barry - engine dimensions look ok so jst need to confirm G50 housing dimensions and adaptor plate.
Garage re-jigged ready for Esprit's return. Nothing better than a tidy workspace even if all work done down at Phoenix..lol : John & guys are doing a great job and I've no doubts they'll get the job done. News that they will reloom the whole car gave me a warm feeling inside. Jenny got some in-progress pics - will post asap.
Trailer sold to Rog - as soon as I add 1cm to the track on the car then it'd be useless anyway - hoping Pheonix will oblige for testing and most events.
Still exploring wheel-tire options - Stevei at Unique styling is looking into it - 17s look most likely but they need to be light and Garry will need to mod arches to fit but means they don't have to be mega wide as you can't get semi-slicks in silly ass wide rubber and slicks not eligible for timeattack..
LBM cafe-press goodies arrived - after a £9 customs and royal mail charge. However stuff looks good - BB cap, hoodie for wife and team shirt for moi. Guess what folks getting for Xmas this year (LBM goodie bag..lol) + gonna get the guys at the workshop some team shirts.
The great lotus sell-off continues - if all goes well I may find buyers for top end inc. TBs, injectors, BOV, chip etc. Also had some interest on the trannies and looks as if headlights and 2 spare rear wheels will find a home. Waiting on Garry Kemp to confirm back on the main engine. Turbo, c'cooler, spare block and ecu are sold. All money made towards the cause.
Still waiting on shipping costs from Barry - engine dimensions look ok so jst need to confirm G50 housing dimensions and adaptor plate.
Garage re-jigged ready for Esprit's return. Nothing better than a tidy workspace even if all work done down at Phoenix..lol : John & guys are doing a great job and I've no doubts they'll get the job done. News that they will reloom the whole car gave me a warm feeling inside. Jenny got some in-progress pics - will post asap.
Trailer sold to Rog - as soon as I add 1cm to the track on the car then it'd be useless anyway - hoping Pheonix will oblige for testing and most events.
Still exploring wheel-tire options - Stevei at Unique styling is looking into it - 17s look most likely but they need to be light and Garry will need to mod arches to fit but means they don't have to be mega wide as you can't get semi-slicks in silly ass wide rubber and slicks not eligible for timeattack..
Thursday, September 28, 2006
New LBM Racing Logo.. LBM film..? bumper off to MVS..>
To reflect the new collaboration with John Leitch's workshop at Pheonix Honda Grangemouth - I've put together a new team logo - this is already reflected in the shop and will appear in the website and blog template soon.
LBM - the movie?
This google video gives me an idea to do a video diary of the conversion at Pheonix - will speak to John about that. Also need to speak to F&M wghether they'd want to chronicle or feature the conversion. very cool car BTW - twin GT35R turbo Ford GT...
http://video.google.co.uk/videoplay?docid=-3573124479659719523&q=ford+gt
Front bumper section sent off to MVS today - 2 rolls of gaffer tape and yards of bubble wrap. Looking to put a fuel cell in the front which means Martyn (MVS) could close the front intake for lower drag.. will speak to him next week re that - in fact it may be better to use the bumper to make a mould and produce lighter skins redesigned for the smoother front end but depends on cost..
Shakin n Bakin: Project Pheonix-Esprit has started
Well after a chat with John Leitch (www.pheonixcar.co.uk) it's official - all systems go go go..
Eleanor safely down to Pheonix Honda (Grangemouth) Tuesday night thoughat first she was too wide to fit their trailer.. car needs spacers for the rear callipers but we managed by swapping to a small front wheel and a bit of muscle.
- work commencing in earnest Monday.. once done car will also be used for promo work for the workshop/group so will also get tarted up inside and a new Auotecnique livery outside (www.autotecnique.com) but that's all down the line. Initially its about getting the set-up to work but lots to do.. However I'm hoping we'll have some sort of small get together for the unveiling (or at least turning the engine over).. down in Grangemouth.
Very nice premises (prev VAG) and a nice big workshop. Great guys down there who are happy to take jst about anything on and see this project as an opportunity to show what they can do. Going to sort out electrics as well as the conversion - just what Eleanor needs as she's a bloody shambles!!
Engine hopefully over in next 10 days or so. Spoke to Barry last night to finalise and will get figures and bank details tonight as well as give Barry Pheonix's address for delivery..
Shakin n Bakin'
Eleanor safely down to Pheonix Honda (Grangemouth) Tuesday night thoughat first she was too wide to fit their trailer.. car needs spacers for the rear callipers but we managed by swapping to a small front wheel and a bit of muscle.
- work commencing in earnest Monday.. once done car will also be used for promo work for the workshop/group so will also get tarted up inside and a new Auotecnique livery outside (www.autotecnique.com) but that's all down the line. Initially its about getting the set-up to work but lots to do.. However I'm hoping we'll have some sort of small get together for the unveiling (or at least turning the engine over).. down in Grangemouth.
Very nice premises (prev VAG) and a nice big workshop. Great guys down there who are happy to take jst about anything on and see this project as an opportunity to show what they can do. Going to sort out electrics as well as the conversion - just what Eleanor needs as she's a bloody shambles!!
Engine hopefully over in next 10 days or so. Spoke to Barry last night to finalise and will get figures and bank details tonight as well as give Barry Pheonix's address for delivery..
Shakin n Bakin'
Saturday, September 23, 2006
LBM Shop now live.. at last
Click here for to buy LBM racing shirts, caps and goodies - reasonable prices all handled by Cafe Press. Support Team LBM and come and shop securely online.
http://www.cafepress.com/lbmracing
I finally updated everything with the new logos - look good imho - hope you agree!
http://www.cafepress.com/lbmracing
I finally updated everything with the new logos - look good imho - hope you agree!
Thursday, September 21, 2006
Update: Thursday
Making some progress -
Spoke to both workshop and Barry over at B&A in San Antonio, Texas.
Final costs/specs for engine coming in on budget - hopefully enough to also source a lsd G50 tranny, which will work well, are strong and rated to 700bhp. Barry also mentioned one idea would be to have the fuel cell mounted in the front compartment.
Great news is that Demon Tweeks stock Sunoco 114 NASCAR grade fuel, which is what Barry has that engine set-up for. It cost £68 + delivery for 25 litres [gulp].. but worth it..
Workshop coming to pick-up Esprit on Monday so they ca start to strip engine in lieu of engine/tranny arriving.
Spoke to MVS - sending front bumper down so they can modify and add front splitter/diffuser arrangement - rear diffuser almost complete.
Full engine spec to follow.
Spoke to both workshop and Barry over at B&A in San Antonio, Texas.
Final costs/specs for engine coming in on budget - hopefully enough to also source a lsd G50 tranny, which will work well, are strong and rated to 700bhp. Barry also mentioned one idea would be to have the fuel cell mounted in the front compartment.
Great news is that Demon Tweeks stock Sunoco 114 NASCAR grade fuel, which is what Barry has that engine set-up for. It cost £68 + delivery for 25 litres [gulp].. but worth it..
Workshop coming to pick-up Esprit on Monday so they ca start to strip engine in lieu of engine/tranny arriving.
Spoke to MVS - sending front bumper down so they can modify and add front splitter/diffuser arrangement - rear diffuser almost complete.
Full engine spec to follow.
Friday, September 15, 2006
LBM goes NASCAR..?
A fortunate conversation with Gary @ Auotecnique meant talking to his pop over in San Antonio. Texas. Barry is ex-NASCAR and owns a couple of speical 358ci v8s. These are no run o' the mill neither - big power and can rev.. 105 octane, steel bottom ends, special blocks, titanium runngin gear. awesome spec - mouth watering even.. all about crunching figures.. £35,000 in parts for approx £9K.. can't be bad.,
On top of that got to get it across - then cost of conversion of course..
Which led to the second fruitful discussion with a a certain service manager, whom Gary put me onto, at a certain local franchise - they are prepared to take on the project and subsidise the build for the profile - the prospect of a NASCAR engine'd Esprit is apparently..an attractive one - even thanking me for the opportunity. fair enough.
They intend to support the project and work out the particular issues involved with this sort of project - having that sort of suppot is great. 4 main issues being: space, cooling, tranny and weight effect on chassis. All addressable but not without time and money - the garage deal can hopefully make this happen.
Hopefully I can get the Esprit down to the workshop over the next fortnight so work can begin - have engine shipped over in next 2-3 weeks and let the fun begin.. if it gets going then I'll cover progress here wwith pics.. culminating with the first engine tests and finally starting the engine over in car.. wooooooooo!
I also sent MVS an email to keep the aero side moving along. Finally Gary will hopefully bring it all together, make the body mods, fit Martyn's aero bits and finish the car in the sponsored colours come NASCAR racer look.. should be very IMSA looking circa 1990s.. should be awesome
650bhp p/tonne.. !
8000-9000rpm
On top of that got to get it across - then cost of conversion of course..
Which led to the second fruitful discussion with a a certain service manager, whom Gary put me onto, at a certain local franchise - they are prepared to take on the project and subsidise the build for the profile - the prospect of a NASCAR engine'd Esprit is apparently..an attractive one - even thanking me for the opportunity. fair enough.
They intend to support the project and work out the particular issues involved with this sort of project - having that sort of suppot is great. 4 main issues being: space, cooling, tranny and weight effect on chassis. All addressable but not without time and money - the garage deal can hopefully make this happen.
Hopefully I can get the Esprit down to the workshop over the next fortnight so work can begin - have engine shipped over in next 2-3 weeks and let the fun begin.. if it gets going then I'll cover progress here wwith pics.. culminating with the first engine tests and finally starting the engine over in car.. wooooooooo!
I also sent MVS an email to keep the aero side moving along. Finally Gary will hopefully bring it all together, make the body mods, fit Martyn's aero bits and finish the car in the sponsored colours come NASCAR racer look.. should be very IMSA looking circa 1990s.. should be awesome
650bhp p/tonne.. !
8000-9000rpm
Thursday, August 31, 2006
LBM Shop almost ready.. delays to engine/turbo
Will set-up a link to the new LBM shop for various goodies and apparel. Using Cafe-Press in the US - should work a treat. May help attract sponsors - can't harm and will make eays Xmas gifts.. even includes a baby line,,lol
No word back from V8 folks, now prices back from John Welch and Dunc can't commit to a slot in the workshop as he's floored... light at the end of the tunnel...?
still looking, still in the dark.
No word back from V8 folks, now prices back from John Welch and Dunc can't commit to a slot in the workshop as he's floored... light at the end of the tunnel...?
still looking, still in the dark.
Aeromods - some progress @ MVS
Pics of rear diffuser and undertray - MVS' access to an Esprit is really helping. How cool is that!!!
MVS' rear diffuser plan
The advantage of the aero mods should really pay dividend on the faster tracks. Hopefully progress on the front diffuser and rear wing will also move along. I've also canvassed Martyn @ MVS to make a lightweight carbon roof panel and rear hatch.
MVS' rear diffuser plan
The advantage of the aero mods should really pay dividend on the faster tracks. Hopefully progress on the front diffuser and rear wing will also move along. I've also canvassed Martyn @ MVS to make a lightweight carbon roof panel and rear hatch.
Thursday, August 17, 2006
Just imagine - letstorque!
Imagine - if I could hit both power and weight targets - hypothetically speaking of course..
http://www.letstorquebhp.com/calculator.asp
Power at Flywheel (BHP) : 525 @ 1.2bar on T04E Stage 4
Weight without Driver (KG) : 980
Power to Weight Ratio (BHP Per Ton) : 544.31
0 - 60 (Secs) : 3.20
0 - 100 (Secs) : 6.75
60 - 100 (Secs) : 3.55
Quarter Mile (Secs) : 11.27
Terminal Speed (MPH) : 129.25
Drag Strip Quarter Mile (Secs) : 11.17
Drag Strip Terminal Speed (MPH) : 130.73
or at max boost: (est.)
Power at Flywheel (BHP) : 600 @ 1.5bar on T04E Stage 4
Weight without Driver (KG) : 980
Power to Weight Ratio (BHP Per Ton) : 622.07
0 - 60 (Secs) : 2.98
0 - 100 (Secs) : 6.07
60 - 100 (Secs) : 3.09
Quarter Mile (Secs) : 10.98
Terminal Speed (MPH) : 134.47
Drag Strip Quarter Mile (Secs) : 10.88
Drag Strip Terminal Speed (MPH) : 136.01
WOW!!!! If I coudl get the traction and not blow the gearbox..lol :o)
http://www.letstorquebhp.com/calculator.asp
Welcome to letstorquebhp.com, the site about theory acceleration figures for standard, modified and yet-to-be-tested performance cars. Using very limited data we predict 0-60mph, 0-100mph and ¼ mile (with ET) figures for road legal cars within a few tenths of its correct real times. The main aim of the site is for a fun comparison between all types of performance cars, from standard to the highly modified. How quick is yours?……Use our guide lists (above) for your car’s weight, and then check out our performance calculator.
Power at Flywheel (BHP) : 525 @ 1.2bar on T04E Stage 4
Weight without Driver (KG) : 980
Power to Weight Ratio (BHP Per Ton) : 544.31
0 - 60 (Secs) : 3.20
0 - 100 (Secs) : 6.75
60 - 100 (Secs) : 3.55
Quarter Mile (Secs) : 11.27
Terminal Speed (MPH) : 129.25
Drag Strip Quarter Mile (Secs) : 11.17
Drag Strip Terminal Speed (MPH) : 130.73
or at max boost: (est.)
Power at Flywheel (BHP) : 600 @ 1.5bar on T04E Stage 4
Weight without Driver (KG) : 980
Power to Weight Ratio (BHP Per Ton) : 622.07
0 - 60 (Secs) : 2.98
0 - 100 (Secs) : 6.07
60 - 100 (Secs) : 3.09
Quarter Mile (Secs) : 10.98
Terminal Speed (MPH) : 134.47
Drag Strip Quarter Mile (Secs) : 10.88
Drag Strip Terminal Speed (MPH) : 136.01
WOW!!!! If I coudl get the traction and not blow the gearbox..lol :o)
Wednesday, August 16, 2006
Merde: Uprating the Renault UN-1.. no way round it!
Spoke with Kev at GTO Engineering who use the Derek Bell UN1 5-speed conversion - looks like I'll def need to upgrade plus drop in a Quaife atb l.s.d.
more money.. £2K prb once VAT and installed,, merde!
more money.. £2K prb once VAT and installed,, merde!
aero evolution.. ground effects undertray
spoke with MVS - firm who is making the rear diffuser/undertray - they're instead going to make me a full undertray, diffuser etc to fit the Esprit - 4' 6" long x 4' wide to fit under engine bay then another section under front of car to tie up main underbody whcih is pretty flat already.. they have access to an Esprit to get shape etc right.. They also know where to cut the correct holes in the tray to improve suction.
Larger front splitter will bring the car down an inch at the front plus more aggressive top wing in due course. With some adjustments to the suspension and slicks she should go well... eventually.
Larger front splitter will bring the car down an inch at the front plus more aggressive top wing in due course. With some adjustments to the suspension and slicks she should go well... eventually.
Tuesday, August 08, 2006
John Welch T04E Stage4 upgrade (notes)
This will give Garry K a basis to build a 910 for me:
Engine spec:
1-2 mm over size intale valves
104 intake cam moved 4 degrees
370ccpm mains 440ccpm secondarys
43 psi rail pressure
Open exhaust
Electronic stand alone boost controller (no fuzzy logic BS)
Good compression numbers..
Turbo: Garret T04E
T-3 turbine housing with a special internal wastegate setup that has a 3" v-band discharge. Compressor side has a 3" inlet and the normal 2.35 outlet to go to the charge cooler. Still uses a ceramic BB centersection. There is a bit of lag over some smaller turbos, but still less than the stock Sport 300. Highest we have tuned to so far is 441hp at the wheels.
I've also got a 3" down pipe for it, you can use as the start of an exhaust system, or if you have left hand exit, we have a one piece pipe with an additional o2 bung for a wide-band sensor.
I have several of the turbos from the original X180r's and what bothers me is how small they are. People claim that they were making 400-500hp on these engines, but the turbos are smaller that what I sell people for use on their street cars.
We can supply mem-cals or EPROM's with code if your's already have a socket.
John Welch
Engine spec:
1-2 mm over size intale valves
104 intake cam moved 4 degrees
370ccpm mains 440ccpm secondarys
43 psi rail pressure
Open exhaust
Electronic stand alone boost controller (no fuzzy logic BS)
Good compression numbers..
Turbo: Garret T04E
T-3 turbine housing with a special internal wastegate setup that has a 3" v-band discharge. Compressor side has a 3" inlet and the normal 2.35 outlet to go to the charge cooler. Still uses a ceramic BB centersection. There is a bit of lag over some smaller turbos, but still less than the stock Sport 300. Highest we have tuned to so far is 441hp at the wheels.
I've also got a 3" down pipe for it, you can use as the start of an exhaust system, or if you have left hand exit, we have a one piece pipe with an additional o2 bung for a wide-band sensor.
I have several of the turbos from the original X180r's and what bothers me is how small they are. People claim that they were making 400-500hp on these engines, but the turbos are smaller that what I sell people for use on their street cars.
We can supply mem-cals or EPROM's with code if your's already have a socket.
John Welch
Possible 910 'Kemp' Race Engine spec
Possible spec for the proposed 910 engine - hopefully I can swing the forged conrods..
I agree that John's turbo will provide a big chunk of the extra power; so I will focus more on the reliability. The standard induction system is quite restrictive and while a bit of detailed work in the diffuser, plenum and intake manifold makes a big difference there isn't really any point in going for a seriously ported head: I could do you a head that flows 180cfm; but what's the point if the induction system will cap the flow at 150cfm?
I would therefore propose a head with just +1mm inlets - like the S300, a bit of tidying up on the short side of the port and some matching of the inlet manifold. I'd rather save the money and use it towards a crank or dry sump.
Regarding transaxles; the V8 version or the GT3 one are the strongest - they had a different material specification for the gears to the Renault versions. I suspect that 500hp will standard transmission quite quickly. The Derek Bell conversion seems to me a rfeasonable upgrade at sensibe money. I have however just read an article about "isotropic superfinishing" ; it is a new finishing / stress-relief process that is heavily used in high end motor sport and military applications (helicopter gears); it is not expensive and it apparently works wonders on gear sets ; extending lifespan massively; it's not particularly expensive; if you were to rebuild a stock transmission, put in a quaiffe LSD and superfinish the gears; it may well solve the problem at reasonable cost.
I think I would build you an engine from scratch; the other engine would need too much stripping down; I may as well start again. In terms of tuning it would be similar to the one advertised; but I would include some additional items:
ARP heads studs,
Iron liners or closed deck block,
10 dowelled mains
10 dowelled head gasket joint,
Extrude hone your exhaust manifold,
high quality balance of reciprocating components
I'd like to include steel rods, steel crank and dry sump; but that collectively will run to around ?3500; so we can't have them all. I suspect that the rods will have to go and possibly the dry sump.
I would therefore modify an S4 sump and a set of standard rods - I can lighten the rods a little and polish and shot peen them. The sump I can add extra baffles; maybe a windage tray and do some extra work to the oil system.
Garry
I agree that John's turbo will provide a big chunk of the extra power; so I will focus more on the reliability. The standard induction system is quite restrictive and while a bit of detailed work in the diffuser, plenum and intake manifold makes a big difference there isn't really any point in going for a seriously ported head: I could do you a head that flows 180cfm; but what's the point if the induction system will cap the flow at 150cfm?
I would therefore propose a head with just +1mm inlets - like the S300, a bit of tidying up on the short side of the port and some matching of the inlet manifold. I'd rather save the money and use it towards a crank or dry sump.
Regarding transaxles; the V8 version or the GT3 one are the strongest - they had a different material specification for the gears to the Renault versions. I suspect that 500hp will standard transmission quite quickly. The Derek Bell conversion seems to me a rfeasonable upgrade at sensibe money. I have however just read an article about "isotropic superfinishing" ; it is a new finishing / stress-relief process that is heavily used in high end motor sport and military applications (helicopter gears); it is not expensive and it apparently works wonders on gear sets ; extending lifespan massively; it's not particularly expensive; if you were to rebuild a stock transmission, put in a quaiffe LSD and superfinish the gears; it may well solve the problem at reasonable cost.
I think I would build you an engine from scratch; the other engine would need too much stripping down; I may as well start again. In terms of tuning it would be similar to the one advertised; but I would include some additional items:
ARP heads studs,
Iron liners or closed deck block,
10 dowelled mains
10 dowelled head gasket joint,
Extrude hone your exhaust manifold,
high quality balance of reciprocating components
I'd like to include steel rods, steel crank and dry sump; but that collectively will run to around ?3500; so we can't have them all. I suspect that the rods will have to go and possibly the dry sump.
I would therefore modify an S4 sump and a set of standard rods - I can lighten the rods a little and polish and shot peen them. The sump I can add extra baffles; maybe a windage tray and do some extra work to the oil system.
Garry
Notes from Garry Kemp (proposed 910 engine)
"I think ceramic coating is worthwhile at times; but the Esprit engine won't need that much: the pistons have chrome plated crowns and grafal coated skirts as standard. The exhaust manifold may be worthwhile; but beyond that I can't see anything in particular need of coating.
No problem to put my name on the engine; but if you don't mind I would like to agree the format. The inlet cam is the only one I'd change - I have one with more lift but similar overall duration to stock - which means it won't screw up the calibration of the race chip.
I don't think you need adjustable pulleys; I would swap to 104 / 104 cam timing; but you can use a production pulley for that. I would stick with the stock SE water pump; it works well and we don't have money to throw around on non essentials; although I may fit a larger pulley to slow it down a little. I would rather save money on bits and pieces and fit a set of rods or a dry sump, if we can run to it; than tinker around the edges.
Your larger chargecooler is fine; an electric chargecoler pump is worthwhile - I can find a large capacity one - there is a 21 litre per minute item available; but most people use the davies craig one which only flows 13L. I'll get the bigger one. a stock alternator will be fine; maybe with a slightly larger pulley. The standard starter has gear reduction and is an excellent item - no need to change that.
I will modify the sump and oil system; although it won't need an external feed. The Lotus engine suffers the opposite problem - it overfeeds the head and needs a restrictor to stop it doing that."
No problem to put my name on the engine; but if you don't mind I would like to agree the format. The inlet cam is the only one I'd change - I have one with more lift but similar overall duration to stock - which means it won't screw up the calibration of the race chip.
I don't think you need adjustable pulleys; I would swap to 104 / 104 cam timing; but you can use a production pulley for that. I would stick with the stock SE water pump; it works well and we don't have money to throw around on non essentials; although I may fit a larger pulley to slow it down a little. I would rather save money on bits and pieces and fit a set of rods or a dry sump, if we can run to it; than tinker around the edges.
Your larger chargecooler is fine; an electric chargecoler pump is worthwhile - I can find a large capacity one - there is a 21 litre per minute item available; but most people use the davies craig one which only flows 13L. I'll get the bigger one. a stock alternator will be fine; maybe with a slightly larger pulley. The standard starter has gear reduction and is an excellent item - no need to change that.
I will modify the sump and oil system; although it won't need an external feed. The Lotus engine suffers the opposite problem - it overfeeds the head and needs a restrictor to stop it doing that."
Subscribe to:
Posts (Atom)