Martin’s PRV bone yard…

Great to know, good to have a better option if you have to replace the clutch anyway. I did not see this discovered yet before, great that you guys did post here
however i'll need a more exotic option then, but we already know a route to go, right

I doubt you will need a better clutch. Peter G used to run 260bhp and over 350lb/ft in hill climbing on all the major circuits in the UK, always came in first in class, held numerous lap records too in his GTA, which ran a standard GTA geabox and completely standard GTA clutch.

http://www.youtube.com/watch?v=SRPX1PIvTKY

I'm running around 340 ft/lbs in my GTA and have an A610 clutch and its not given any problems as yet

Will you be running the standard 3ltr valve spring? I think it would be wise to check for coil bound, I would make sure you have about 60-80 thou minimum between coils. I don’t push the standard springs any further than 9mm full lift on the later 3ltrs heads for this reason.

Here's a later 3ltr OE spring (and standard set-up height) with a faulksie 9mm lift 280 deg n/a cam profile - it's about as far as I would like to go:



I'll put up the cam card specs if anybody is interested, but in total I now have a OE replacement fast road turbo (ask Clee), hot turbo (not for a fit and forget road car - will only be available to engines CLee and I know), a fast road atmo 270 deg profile, 280 deg n/a that works in the OE 3ltr, and a circuit race profile (JIL project only - sorry )

Some thing worth checking is you are getting the optimum valve lift from your cam package, and there are was to do this i.e. maximise the effective rocker ratio without machining the rockers or cams. Ideal is when the deflection of the rocker arm swings equally past the 90 point as below:

Closed:



Mid-point:



Full open:



This is my 10.4 mm lift turbo cam

Better picture of the later 3ltr pump, if you are not going electric, then consider one of these if you are prepared to do the necessary mods, or have someone do it.

Compare to the old pump picture earlier.

Martin, Will take your advice & fit an 115lr elec. pump... on both cars...will install as per. my recomendations to Chris...what did you use as a good run on timer..Bosch 044 in tank fuel pump next.
Cheers Edie.

Martin, Will take your advice & fit an 115lr elec. pump... on both cars...will install as per. my recomendations to Chris...what did you use as a good run on timer..Bosch 044 in tank fuel pump next.
Cheers Edie.

David, i'll do another clutch because of my inputshaft with M3 pattern.
But i'll crash those torque and powerfigures anyway
Ress does also more then 500Nm without slipping clutch, but i also want a smaller diameter and ligter one.
I'll talk about this in my thread then.

My next PRV will have a very special part in it You can see it between the block and the flywheel.



( btw , this is the 2.8lt evenfiring, 10,8:1 cr forged pistons, 280deg cams, i am building )

You do see some strange things on the WWW

http://www.youtube.com/watch?v=_PALsc-T ... ure=relmfu

These "strange" things will give us flow, swirl and nice burn characteristics!!!

These "strange" things will give us flow, swirl and nice burn characteristics!!!

.. what after a good curry? lol...

My next PRV will have a very special part in it. You can see it between the block and the flywheel.. btw , this is the 2.8lt evenfiring, 10,8:1 cr forged pistons, 280deg cams, i am building )

nice picture, did you know there are actually competitions for doing that kind of layout, amazing. One of the oddities I thought was great, some people love engaging in the past-time of transporting static engines to events and running them up on a stand.. Old RR Spitfire engines etc... now that is weird in my book

Andrea, you had better put up some more spec details for the forum, such as:

- what valve springs are you using, rocker tubes (picture of the finished assembly would be good), rods, clutch assembly, looks like back-cut exhaust valves, inlet manifold is late 3ltr even-fire right, which cam chain adjusters are you using, and looks like you are blessed with being able to use the Volvo base plate with the wing sump (much better for oil control and surge)?

Well, I've been bolting my bits together

But first, another area of changes over the years of development has been the oil pickup.. last picture in the sequence is the later 3ltr, early small one and rather crude, and the 2.5ltr with flow surge damping plate at the pickup. I prefer the 3 ltr, much more "trapped" volume...









... and after too long in gestation.. bi-turbo is ready for the turbos, and then back in the car. This is an alternative arrangement for those considering it:



Twin plate AP racing clutch

Very nice sir
So that's the balancing tube with the WG you was talking about!
Why not going internal on the twin setup?

And what a nice clutch
Is the flywheel a lightened oe one?

So a question bombardement over here !

Hi Chris

Yes that's a lightened OE flywheel. Yes nice clutch, very good units, not the best (not very forgiving) on a dual use vehicle as unsprung centre. I think Andrea may be using this now, as I gave him the details a little while back, so he might have some street miles / experience on one.

Common waste gate makes the use of the common inlet plenum, and balancing the work done by each turbine more easily balanced. Simple enough packaging as well. But as always, there are pros and cons... Just a question of the ones that most suit what you are doing, or going to do

Kind regards,
Martin