Seat Ibiza 1.4, sad to mad???

So, are you actually going to do anything to it, or is it staying standard?

It ain't too bad because all the control modules are on a common CAN bus, so most of the high bandwidth data transfer, for example between the transmission controller and the throttle controller is taken care of with just 2 wires.

Don't worry, i'll muddle through with the driving bit ;-)

Unfortunately, there is no filming at Millbrook unless you get a camera permit, which required "exclusive" booking of the test facilites, and i'm too tight for that (costs much more ££)

Fully road legal as this was a requirement for the rally regs it was designed under.

Not that driving it on the road would be much fun. Geared to 62mph in 1st, with a triple plate CarbonCarbon clutch (like a switch) and a sequential dog box that only works on full throttle shifts, hyperactive steering (1.4 turns LtL), and brakes that don't work when cold!

Still, i'll probably take it to the pub occasionally.......... ;-)

The engine choice was mainly because i had the engine already, but it's not a bad choice for a high boost turbo base, with it's volvo derived (and hence massively oversized) bearings and high block stiffness (long stroke, small bore) The 4v head is also a "tumbler" rather than a "flow-er" (unlike the 1.8t) so suits high boost efficiency very well.

However it's still been massively strengthened over std, with a machined from solid steel lower girdle/ main bearing cap putting the main loads direct into the block perifery, and custom head machining / cam retaining ladder to prevent head bending under high pressure + custom F1 material head studs. Arrow rods, a custom DKE crank and forged pistons complete the bottom end.

With the antilag enabled the delivery isn't too bad, especially with the ultra close ratio tansmission.

The engine has been developed over all it's incarnations. It started life in the front of my R5 turbo at about 240bhp, then got stuffed in the back of my Volvo 480 (developed up to about 460bhp) and now it's in the SEAT ;-)

Currently working on a custom knock control system, using a proper crank angle windowed integration of a band pass and anti aliasing filtered knock sensor input signal. It should allow cylinder specific ignition trimming, which will be handy because even with my modified "cross flow" cylinder head cooling water circuit the rear most cylinder is the "hot" one.