SC Power conversions

[QBee]

As others have alluded to, 300 bhp now = 350 bhp next year = 400 bhp in 2020 etc.
The mere fact that you want more power speaks volumes.
Building in flexibility is wise future-proofing.

I doubt mine will stay at 395bhp for long, even though it is the sensible level for now.
Who the hell does sensible at my age (exterior 63, interior perpetually 19)?

No, of course all that empty space doesn't need filling.....but it would be rude not to.....

Edited by QBee on Saturday 19th August 18:45

[motul1974]

I've seen the Turbo Kit prices at on Eann Whalley site, but I can't seem to find a kit price for the SC conversions?? - I'm only curios, so don't wish to waste any of the suppliers times by contacting them, but I'm curious as to cost comparison.

[PhilH42]

SC Power give from £39 per HP increase and the likely total increase for each engine size, so it should give you a rough idea of starting money. But like any modification there's always a spectrum of cost, how broad depends on choice of equipment and whose fitting the kit.

[Belle427]

motul1974 said:

I've seen the Turbo Kit prices at on Eann Whalley site, but I can't seem to find a kit price for the SC conversions?? - I'm only curios, so don't wish to waste any of the suppliers times by contacting them, but I'm curious as to cost comparison.

For the 400 engine its £4500 for the complete kit including intercooler, its designed to run on the existing 14cux system.
Thats for a diy install.

[PhilH42]

In comparison Eanns kit with intercooler and adjustable fuel reg was when I bought it, £3000 or £3700 if you wanted it fitted as well, which in my book is good value for 100 more horses.

Personal choice on whine or whoosh I suppose. Although there is a video on youtube with an SC decatted going through a tunnel and it does sound bloomin good.

[Belle427]

Both offer tremendous gains, the turbo route seems like a no brainier value wise but I'm not sure I'd like the muted exhaust and extra under bonnet heat.

[QBee]

Belle427 said:

Both offer tremendous gains, the turbo route seems like a no brainier value wise but I'm not sure I'd like the muted exhaust and extra under bonnet heat.

I do run oil cooler and intercooler with my Eann kit, which was £3700 fitted including those bits, bleed controller and variable wastegate.
Not had any underbonnet temperature issues so far, and it has been on nearly six months now. I actually like the quieter engine note, as does SWMBO, who is now willing to travel in the car. And the dump valve is a total joy when overtaking lycra-louts. A well timed gearchange as one passes them has me giggling for miles.

[N7GTX]

motul1974 said:

I've seen the Turbo Kit prices at on Eann Whalley site, but I can't seem to find a kit price for the SC conversions?? - I'm only curios, so don't wish to waste any of the suppliers times by contacting them, but I'm curious as to cost comparison.

The Powers turbo costs are at the foot of the page in the link which details the gains made on the car in the story.

http://www.powersperformance.co.uk/upgrades/rv8-tu...

[PhilH42]

And the dump valve is a total joy when overtaking lycra-louts.
[/quote]

I've seen that you hold quite a fondness
for our lycra clad friends Qbee.

Some years ago in Cambridge I opened a car door just as a cyclist was trying to squeeze through a gap (quite by accident you understand) and he flew over the door. I was quite concerned at the time but seeing him rest his bike complete with buckled wheel against a tree and walking shakily up the road in his wet suit (it was raining) did bring a bit of a chuckle.

The moral of the story (even though its not very moral) is you can still get a whoosh sound even on a NA Chimaera with a strategically placed door

[QBee]

I arrived in Cambridge in 1971, about 3 years before the invention of Lycra as a fashion statement (I believe it featured heavily in the winning entry in the 1974 Eurovision Song Contest) and whilst I no longer live in the area, I still have clients there and will be working there tomorrow.
Bykists have plagued the last 45 years for me. You can tell I am a Cambridge driver - in any town I always check my left hand door mirror before turning left. In my time in the Cambridge area I have had two bykists collide with my car. One, a professor, cycling furiously in the pouring rain with his head down, took my Mini windscreen out with his head. The other, a young lady of 6 ft 2, cycled straight into the back on my car in traffic. I jumped out to remonstrate with her, realising just in time that she was my wife's personal assistant. She was deeply apologetic, then recognised me, went red, and laughed nervously.
My vegetarian little brother is still a keen bykist at 60, and has been regaling me with his plans to climb the 10 biggest road hills in the Peak District with his bykist mates. 6000 vertical feet in 35 miles. I feel tired just thinking about it, then deeply sorry for all the TVR owners who were planning a Peak District tour that day.

[SILICONEKID 345HP 12.03]

wormus said:

How about an LS engine conversion? Looks to be about £15k but you could sell yours and buy a car with a blown engine?

RV8 is 1950s technology so arguably, if you want to make reliable power, you'd be better starting off with a different; stronger engine?

The LS is also very old fashioned and dated but it works .

The heads on the RV 8 are the limiting factor .

[Boosted LS1]

^ It's true that it's a pushrod engine but it's very highly developed. You don't need quad cams to make a fantastic engine. Bang for buck is always a turbo imo. It'll push air through the crappiest head. :-)

[sgrimshaw]

Belle427 said:

For the 400 engine its £4500 for the complete kit including intercooler, its designed to run on the existing 14cux system.
Thats for a diy install.

Having been there and wasted over ££££ and many months on the 14CUX specialist trying to map mine correctly both in person and remotely, if you choose to go the SC Power route, factor in at least an MegaSquirt ECU replacement of the 14CUX. It make a MASSIVE difference both to the ease of tuning and the results.

My MS has been faultless, and I can recommend an absolute wizard of a mapper if you go that route - Shaun from ms2tuning : http://www.ms2tuning.com/index.html

Also, for the additional cost, ditch the dizzy etc and go coil packs and mappable ignition from day one.

[QBee]

This......(cannot find the up arrow)

I looked at the risks and rewards before taking the plunge with FI.
I decided I wanted safety for the engine and drive train,
total mapability by a known and local expert,
ability to change my boost settings just by a simple remap and
proper cooling etc.

All from the start.

I was also building a new engine for my car, but you just need to have yours checked for wear and compression ratio.

I went for Emerald ECU because the expert (Jools) is 38 miles away and actually lives even nearer to me.
I went for Emerald because I was aware it could have three different maps, controlled from the driving seat.
I went for full installation and mapping as I know the square root of bugger all about these things
I went for coil packs as it wasn't an expensive change and it made sense to ditch the dizzy.
I went for ceramic capped plug leads for the same reason.
I went for a fuel pump upgrade to Bosch 044 to ensure adequate fuel flow at all levels of boost
I went for an injector upgrade to Bosch Blue Knight injectors, again to ensure adequate fuel flow and good quality spray pattern at all levels of boost.
I went for an intercooler to keep temps down should i go for higher boost
I went for an oil cooler because i do track days
I went for a 500 bhp clutch because one was offered, but i would have done so anyway.
I went for turbo because it gave the best results for the least fuss

I now have a complete package that works properly and that i can have remapped for very little money should i decide I want more power or a different set up. If I want serious chunks more power (Mac Jones kind of levels) then i will have to invest in my drive train and possible engine internals.

Total cost was £7000 including all fitting but excluding travelling costs.

[Belle427]

Is the mapping on these aftermarket systems a one time visit?
They look to be a minefield too, megasquirt, canems, emerald and omex to name a few.

[PhilH42]

sgrimshaw said:

Having been there and wasted over ££££ and many months on the 14CUX specialist trying to map mine correctly both in person and remotely, if you choose to go the SC Power route, factor in at least an MegaSquirt ECU replacement of the 14CUX. It make a MASSIVE difference both to the ease of tuning and the results.

My MS has been faultless, and I can recommend an absolute wizard of a mapper if you go that route - Shaun from ms2tuning : http://www.ms2tuning.com/index.html

Also, for the additional cost, ditch the dizzy etc and go coil packs and mappable ignition from day one.

Where is he based Simon? MS2 seems a pretty good setup from what I've heard and read.....the right mapper close by was the only sticking point for me.

[SILICONEKID 345HP 12.03]

What boost is required to take a 345hp NA. engine to 400 hp ?

Is there an easy way to work out CR without removing heads etc ?

[macdeb]

SILICONEKID 345HP 12.03 said:

Is there an easy way to work out CR without removing heads etc ?

No

[macdeb]

Boosted LS1 said:

^ It's true that it's a pushrod engine but it's very highly developed. You don't need quad cams to make a fantastic engine. Bang for buck is always a turbo imo. It'll push air through the crappiest head. :-)

Only up to a point though surely, at 573 hp my ported BV 450 heads were at their limit. As was the exhaust. Boost alone is not enough, though I'd agree that 'bang per buck' turbo is the route. Though 'OP' is after SC.

Edited by macdeb on Monday 21st August 18:16

Edited by macdeb on Monday 21st August 18:18

Edited by macdeb on Monday 21st August 18:20

[QBee]

SILICONEKID 345HP 12.03 said:

What boost is required to take a 345hp NA. engine to 400 hp ?

Is there an easy way to work out CR without removing heads etc ?

Bugger all.

My new engine is a standard Range Rover engine, RR cam, RR heads with small valves. Cannot be over 250 bhp.
315 bhp at 2.5 psi. Drives exactly like my old 5 litre.
372 bhp at 6 psi. Etc

You are starting from 345, so 400 should be no more than 3 psi. You might need a cam change, but you should be fine at low boost with your compression ratio.