Seat Ibiza 1.4, sad to mad???
Discussion
Quick spec listing: (can't do the whole thing as people will die of old age before i get to the end)
Chassis:
'97 SEAT Ibiza 3 door
Multipoint weld in roll cage
Floorpan modified to take engine /transmission / differential longitudinally
Kelvar wide arch conversion, modified inner arches to take 18" wheel /tyre at low ride height
CF front & rear bumpers
CF bonnet
rear diffuser
ex BTCC rear spoiler
Left Hand Drive conversion
CF dash / tunnel housings, with stack dash / datalogging
Suspension:
Custom front and rear tubular subframes
Proflex remote resevoir 4way WRC spec struts all round
Ford WRC uprights / hub assys all round
Custom adjustable "blade type" ARB's front and rear
WRC steering rack, 1.6 turns LtL, Electro_hydraulic PAS
Brakes:
front AP 378mm discs 6 pot AP calipers
rear AP 355mm discs 4 pot Brembro calipers
Tilton ally pedal box
Transmission:
BMW "M" differential (E46) with 4.19 FDR
Custom gundrilled S155 halfshafts
Quaiffe 6 spd sequential dog gearbox - rear mounted, strain gauged shift lever for flat shifts
CTG "torqueline" Carbon Fibre engine speed prop
AP 5" CarbonCarbon multiplate clutch
Engine
engine dyno'd at 612bhp)
Renault F7R 2.0 16v base engine (but only block & head are original!)
DKE EN40B steel custom crank, (shot peaned, & DLC coated)
Custom forged ally pistons
Arrow H beam connecting rods
big valve mods & custom ports to cylinder head
Port throttled with CF plenum & runners
8 injectors
Fly-by-wire throttle actuation
Garret TR30R WRC turbocharger
Custom stainless tubular exh manifold with HKS remote wastegate
ALS bypass system
In-cylinder water injection (ERL)
Front mount custom intercooler with waterspray
custom stainless low inertia flywheel
Custom crank lower girdle plate & dry sump pan
Pace dry sump system
Custom Cams & increased CR
Motec EMS
12bar 2 pump fuel system
& Lots Lots more, but i'm bored typing now!
Chassis:
'97 SEAT Ibiza 3 door
Multipoint weld in roll cage
Floorpan modified to take engine /transmission / differential longitudinally
Kelvar wide arch conversion, modified inner arches to take 18" wheel /tyre at low ride height
CF front & rear bumpers
CF bonnet
rear diffuser
ex BTCC rear spoiler
Left Hand Drive conversion
CF dash / tunnel housings, with stack dash / datalogging
Suspension:
Custom front and rear tubular subframes
Proflex remote resevoir 4way WRC spec struts all round
Ford WRC uprights / hub assys all round
Custom adjustable "blade type" ARB's front and rear
WRC steering rack, 1.6 turns LtL, Electro_hydraulic PAS
Brakes:
front AP 378mm discs 6 pot AP calipers
rear AP 355mm discs 4 pot Brembro calipers
Tilton ally pedal box
Transmission:
BMW "M" differential (E46) with 4.19 FDR
Custom gundrilled S155 halfshafts
Quaiffe 6 spd sequential dog gearbox - rear mounted, strain gauged shift lever for flat shifts
CTG "torqueline" Carbon Fibre engine speed prop
AP 5" CarbonCarbon multiplate clutch
Engine
engine dyno'd at 612bhp)Renault F7R 2.0 16v base engine (but only block & head are original!)
DKE EN40B steel custom crank, (shot peaned, & DLC coated)
Custom forged ally pistons
Arrow H beam connecting rods
big valve mods & custom ports to cylinder head
Port throttled with CF plenum & runners
8 injectors
Fly-by-wire throttle actuation
Garret TR30R WRC turbocharger
Custom stainless tubular exh manifold with HKS remote wastegate
ALS bypass system
In-cylinder water injection (ERL)
Front mount custom intercooler with waterspray
custom stainless low inertia flywheel
Custom crank lower girdle plate & dry sump pan
Pace dry sump system
Custom Cams & increased CR
Motec EMS
12bar 2 pump fuel system
& Lots Lots more, but i'm bored typing now!
Edited by anonymous-user on Saturday 27th September 21:55
DaveShark said:
Why did you swap to LHD?
1) try getting a RHD WRC rack!
2) LHD means the hot side (exh side) is on the passenger side (melt the passengers shoes not mine!)
3) the engine is canted over to the offside, putting the heavy turbo and manifold/exh down low, and raising up the light CF intake system, making room for the pedal box underneath, as engine is well back in the chassis
4) just about all the cars i drive at work are LHD, so i'm more comfortable sitting over there when going for it....
simple really! lol
GTiFrank said:
And about 100kg over the rear axle? 
N0! Because it was designed to be able to put down a lot of power. The transmission is at the back of the car (paddleshifting Quaiffe 6 spd sequential dog box), linked to a BMW M diff, and a CTG carbon fibre engine speed propshaft transfers the power from the front mid mounted engine. With the mid located fuel tank, battery, EHPAS, water injection tank, the car actually has a rearward mass balance (54% rear/ 46% front)Which isn't to say that it will be difficult to get it a bit sidewards if necessary.......... ;-)
Car is done really, but it's waiting for my garage/workshop extension to be finished so i can get my trailer back from storage, then the car needs to get some shakedown / cal stuff done, probably at Millbrook. (Validate engine cal in car (currently dyno cal) and get the gearbox controller set up)
http://s135.photobucket.com/albums/q137/max_torque...
http://s135.photobucket.com/albums/q137/max_torque...
Little bit of work gone into it........... ;-)
http://s135.photobucket.com/albums/q137/max_torque...
Little bit of work gone into it........... ;-)
Bobley said:
Have you got the painted bonnet on yet?
Are you sure Millbrook is big enough to do all the mapping on. Surely Brunters is bigger/cheaper?
Scroll back a page. Can't get car out of garage at the mo due to about 2 tons of 20mm ballast and blocks in front of door.......... (need to get new floor laid ASAP, hows your back feeling?? ;-)Are you sure Millbrook is big enough to do all the mapping on. Surely Brunters is bigger/cheaper?
Millbrook has the advantage of 102 fuel on site, no stupid loose gravel/concrete surface to wreck the car, a nice large tarmac handling pad and some PAVE so set the suspension up on.
Greg_D said:
What is the intended use for This brilliant machine? Competition or just fun?
Originally built as a single venue tarmac stage rally car, but now banned due to the end of "K37" regs loophole, so just for fun trackday weapon now. (although there are a few sprint/hillclimb events it would be eligable for)GTiFrank said:
Max_Torque said:
GTiFrank said:
And about 100kg over the rear axle?
N0! Because it was designed to be able to put down a lot of power. The transmission is at the back of the car (paddleshifting Quaiffe 6 spd sequential dog box), linked to a BMW M diff, and a CTG carbon fibre engine speed propshaft transfers the power from the front mid mounted engine. With the mid located fuel tank, battery, EHPAS, water injection tank, the car actually has a rearward mass balance (54% rear/ 46% front)Which isn't to say that it will be difficult to get it a bit sidewards if necessary.......... ;-)
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.......... ;-)
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.
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.
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.
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