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LSD for V6
- Thread starter 916te
- Start date
Renault Laguna Coupe
^^ *Fook*
Hippys bus of LOVE !!!
Hippys bus of LOVE !!!
yeah send them to mailto:FATBLOTA@hotmail.com">FATBLOTA@hotmail.com
ill post them up
[Edited by Hippychick on 12 July 2005 at 12:20am]
sorry Fred2001dynamic signed in on my account
Couple of questions
ECU? Advance at 1 bar/WOT/6500rpm
compression ratio?
Piston make?
Boost (max)?
Boost control system
Imjector make and part number/flow rate at 80% D/Cycle
Inlet air temp?
Chargecooler or air to air intercooler?
Who made the manifolds?
Just looking into this and this could save some time!!
Yours
Nosey
err the T25 range only flows 15-20 lb/min of air - so two will give a max of 40lb/min
Even with a decent intercooler this will only give about 330bhp (only being relative and itll drive like a beauty)
Are the turbos hybrid?? If they are what are they. You need 55lb/min to deliver 400bhp+ I believe (intercooled with static compression of 8.3 and a pressure ratio of 2)
Happy to be shot down in flames if my numbers are wrong but I had the calcs as we were going to add these small turbos to the charger install to boost bottom end as they spool quickly. All three delivered enough unrelieved for 650bhp!!!
Goodbye transmission
Get the photos up or mail some!!!!!!!!!!!!!!
Mike
V6 Clio
We have supplied Helix with a clutch and flywheel for them to make something suitable something but they seem to have no desire to do so, as is their reputation.
I think you can do something with the existing one,is that right? Were looking at 4-500bhp and 400lbs/ft so it needs to be serious........
V6 Clio
Looks like we will have to go with some sort of modified version first and just see what it takes.............Mike will be looking at 500hp but I will probably be going between 350-400, but my Torque will be higher based on dyno figures at 50hp jets (+110lbs/ft). 100-125hp could yield plenty.
What are your thoughts on the Twin turbo Ben? Curious setup...distributor,intercooler?..
Mike is on his way back from France with his new exhaust and has only seen the pics in small.....hes eager to study them later
Re: Turbo clio,
The car is a lot more built up than as shown on those pics.
As to the T25s, I have info that reads_with comp trim 60. & 0.63 HSG A/R turbine, they will flow 38.16Lbs per , & make BHP 414.58, at 12psi.
As you can see its built from a base clio, I have a factory V6, I did not want to mod it, hence what you see.
So to build a car with minimum hassle, dizzy from one of the cams & twin carbs .
Pistons are forged made to order, rods are Pankli forged , comp is set at 9.2, the engine will have water/ methanol injection to the manifold to reduce detonation. The exhaust manifolds are retainded due to better heat retention & less hassle with useing made up steel jobbies ( cracking giving off heat etc), also putting the turbos where they are theres room to up grade to T3 Garrettes if need be.and the heat is kept to the rear of the engine bay, ( I think heat may be a problem)
A intercooler will be used, maybe in the roof with a scoop to draw the air in, or remove the rear glass & have one on each side.
Its not a problem to make the power, as said, its a case of stopping any thing from blowing up.
The clutch question, at the moment I will use the stock job.From my time doing drag racing, a clutch useing counter weights works very well.In the states a company called "Centre Force" sell just such a thing.You have a very light foot pressure, but as the revs rise the counter weights inpart a clamping force to the cluch plate.
Borg & Beck also sell a clutch called a " Long Clutch",works the same though you can only get them for Yank V8s.
Stock clutches can be modded to work the same.
When the car is running, Ill try altering the duration of the cams, & play with the ignition settings.
I have a pair of T3 turbos, but I want to have some low end punch hence the T25s,big numbers are great, but strong power low down in the rev range, is usable & safe, your motor is less likely to blow!
Hope that gives you somthing to think about, Ill keep the site informed to how we get on, cheers tim
Tim
Where did you source the hybrid T25s to that spec? and I have a spare custom air - water chargecooler for the V6 available at the end of August if your interested - just need to use a V6 air con rad at the front and some pipes!!
Clutch is pull type - the majority of upgrades are push - looking at the ammount of fabrication going on I guess a change wouldnt be to hard for you!
Mike, thanks for the offer on the cooler, I have access to a good selection of coolers, should be ok for that.
The T25s came off some Jap import,did run one on my Suzuki GSXR 1100 for a while, that made 187 bhp at the back wheel.That was quite nippy, I now have a T3 with a 60 trim com fitted to the bike, kind of puts a whole different meaning to going fast"
Any way back to the car, I hope to be on the road in 10 weeks?, all depends how long it takes to dial the carbs in.
The car is on its wheels, brakes done, clutch done, rad in, gear lever in, rest of the roll bars soon to go in, ditto carbs & coolers.Panels made, ready to go on
Mike, what are the specs on your V6?
cheers tim
Sorry for the delay - been in Scotland.
Its 8.3.1 HKS pistons, steel rods, standard cams, polished heads and matched and flowed plenum and trophy race headers and system. All balanced and the usual stuff.
1100 CFM procharger giving 14 psi with a PWR chargecooler, jabsco pump, pace front rad and a MOTEC M800 ECU with full throttle shift and launch control and full logging through a MOTEC ADL dash. HKS blow off valve, Trophy race coil packs and NGK "proper" plugs. Bosch 044 fuel pump with HKS rising rate regulator running 58psi under boost
Mk2 gearbox and running gear including rear anti roll, dropped and stiffend springs and modified Koni dampers.
Carbon Kevlar Corbeau seats and removable sterring wheel, peltor intercom, carbon dash with shift lights.
More aimed at fast road/track than the 1/4.
Main issues have been charger drive system (now 12 rib), inlet temps and getting a decent exhaust setup.
You will find the gearing hopeless on the standard box and it will blow its diff out of the casing on launches with high torque loadings - MK2 strengthened and ratios changed, Lower diff - higher 1st gear ( I have the ratios if you want them) - boxes available from Scott6r4 on this forum. Never launched in second for fear of big bang but would be the way to go with the torque youll have!
Thats high tec, sounds good, how long you been running it?, with those headers is heat much of a problem? are the pipes not flowing very well or are they cracking? what power do you have?
As to boxs its a MK 2 box fitted, I have a couple of MK2s spare, when its up & running Ill see how much stick itll take, does the gear box case split or are the bearings/ gears the weak part? I was talking to a friend of mine about the possibility of converting a box to take a LSD from another model/ make.
Hes a clever engineer who makes gears, con rods etc etc from scratch, in his own machine shop, I need to check out the internals see if theres a close match, any suggestions anybody ?.
cheers t
Hippys bus of LOVE !!!
erm yeah, you all have too much money????
Second gear is weak but launches tend to break the casing around the diff - hence the additional webbing on the Mk2 box , LSD will just increase the casing loadings and make it rip apart sooner!!
Best solution is a box from an EVO seven with the 4wd capped off - just get a bellhousing and linkage made - with decent internals (Group N available) its good for 500 lb/ft - conversion done in Nottingham by DJM but your mate could do it I guess.
Heat no issue as the only real heat was from the Cats which are in the loft! No cracking as no Turbos hanging off them which usually causes the problem.
Runs 400bhp at 14 psi, 350bhp at 8psi - air temps are an issue over long, hard runs.
Been charged for two years now - but had smaller charger initially
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