2.4T Sporto - but see how it turns out.....

dragonfly · Post by **dragonfly** » Thu Apr 01, 2010 4:15 pm

nick-moss wrote:
O/T I've got some SSIs to fit to my SC but need to sort a silencer. How loud do you reckon that Dansk is, as I like the twin out look, but don't want problems on trackdays
I'm sure the twin outlet would be too loud, even on a 105 dB day. Early cars fitted with SSIs and stainless single out Dansk silencers struggle at 105, but an SC will be tested at lower revs, and has a quieter induction system so you should be OK with a single outlet. .

Many thanks Nick, if not quite the answer was hoping for!

Nick Moss · Post by **Nick Moss** » Mon Apr 05, 2010 9:46 am

I took the car up to Bob Watson last week for it's initial running in set up. He made a couple of adjustments to the timing and idle rack to get the car idling properly, before running the motor up to 5000 RPM to get an initial HP figure

Nick Fulljames checks the timing.

The print out shows 153 BHP at 5000, with the graph rising very rapidly. The car will be back on the dyno early nest week after a few hundred miles of running in, to get a full power run....

964RS · Post by **964RS** » Mon Apr 05, 2010 10:45 am

Looks great nick, best of luck with it this week

MikeB · Post by **MikeB** » Mon Apr 05, 2010 1:00 pm

Nick

Nice set of results at this stage. I see the Idle ignition is 10 degrees (I assume BTDC). Has the distrubutor been remapped?

Nick Moss · Post by **Nick Moss** » Tue Apr 06, 2010 7:26 am

MikeB wrote:Nick

Nice set of results at this stage. I see the Idle ignition is 10 degrees (I assume BTDC). Has the distrubutor been remapped?

Bod and Nick spent quite a bit of time on the ignition. The total advance is around 30 degress, which is withing spec, but we may need to adjust the advance when we get to higher revs.

I did another 250 Kms yesterday, a lap of the M25, which proves it's quite manageable in a 2 mile tail back for the Dartford Crossing, and happy to sit at any cruise speed up to 5000 rpm. I drained the oil, checked the head torque and tappets last night, so now hoping to get up to Bob's again today for the final settings and power run.

johnM · Post by **johnM** » Tue Apr 06, 2010 9:19 am

Looks great Nick, will we be able to see it at le mans?

Kind regards

Nick Moss · Post by **Nick Moss** » Tue Apr 06, 2010 9:24 am

Featuring at several locations around Europe this summer. Spa in June, Classic Le Mans, 2 rallies in Germany in July and August, Rally Cataluna in October

Nick Moss · Post by **Nick Moss** » Fri Apr 16, 2010 6:23 pm

I have been back to Bob on the Wednesday after Easter, after 500 running in miles over the Easter week end, including a trip to the Goodwood Breakfast Club and a lap of the M25 on Monday afternoon, which at least proved it could handle a 2 mile tailback for the toll booths on the Dartford Crossing

We did one run and achieved 209 bhp. Bob scratched his head for a bit than asked me to depress the pedal while he checked the throttle opening; 75%

Once we had full throttle we did another run and achived 222 bhp at 6330 rpm. Obviously this is not quite what I had hoped for, but in retrospect 90 bhp per litre and more power and torque tha a Carrera 2.7RS can't be too bad?

The solution seems t be a reversion to S cams from the RSR cams, which Nick Fulljames reckons aren't working properly as the ports amd headers are too small.

Nick Moss · Post by **Nick Moss** » Fri Apr 16, 2010 6:30 pm

After driving back from Bob the car went straight on the trailer and we (brother Peter and I) headed off to Tielt in Belgium for the TAC Rally. Fellow DDKer Keith Fellowes was staying in the same hotel, navigating in a Volvo 142, which was a liitle large for the narrow lanes that the organisers had arranged for us. There were lots of square junctions and deep cuts on the inside of most corners, so the sump guard certainly took a bashing. This was my first rally as a driver, a first making my own stage notes, which are read back as I drive the stage. We survived 3 out of 12 stages before an incorrectly specced rear caliper bolt failed and we retired, luckily unhurt.

Nick Moss · Post by **Nick Moss** » Sat Apr 17, 2010 9:37 am

Nick Moss · Post by **Nick Moss** » Sat Apr 17, 2010 9:46 am

I put the car on corner weight scales yesterday to see what total weight I ended up with. Wet weight with 32 litres of fuel was 953 Kg, which would be 928 Kg without fuel. Take out the 50 Kg roll cage and we are down to 878 Kg. I want to know how the factory got the Larousse 1970 Tour de France ST down to 780 Kg?

KS · Post by KS » Sat Apr 17, 2010 10:01 am

Your car looked to be in good company, Nick (and then I saw the 'BMW' Mini!). Hope it survived cosmetically unscathed!

Mitch · Post by **Mitch** » Sat Apr 17, 2010 10:11 am

Nick, great pics but are you sure it's wise to expose Mr FM to even more stickerage, it might send him over the edge....

That really is a proper lightweight, what does that make your bhp/tonne number look like?

Although I notice there's no mention of the added lightness of the pilot/co-pilot

Nick Moss · Post by **Nick Moss** » Sat Apr 17, 2010 10:36 am

Although I notice there's no mention of the added lightness of the pilot/co-pilot

Rallying is not for lightweights

The sump/tank guards were not fitted when I weighed the car, they add another 25 Kg, so the all up rally ready weight (no fuel) is 953 Kg (232bhp per tonne)

brembo · Post by **brembo** » Wed Apr 21, 2010 3:45 pm

Nick,you don't happen to supply ht lead holders for fixing leads over fan housing etc.
Thanks in advance,