Improved prod. race car

[strat]

Weight is 1080kg stock, and theres plenty of shit to remove from there

wow thats light for such a big car, who would of thought. We got the RA40 down to 1030kg with me in it and nearly a full tank of juce (damm stock poo fuel tank ) So the ronna should get under a tonne easy. I wana see one built now, Ronna + 3SG beems + turbz.
P.S indigoid & TA23 Racer Sorry for Razzing you guys up before i was just playing around, you guys are so easy to get going its like fishing with dinamite!
Peace merry x-mass and all that crap...

[mtp_69_i]

fast little rolla!

Dave runs a dry sumped 3sgte, its a expensive way to go. My 2 nephews have campaigned 3sgte with mods to sump and some external return lines from the head to the sump and have had no problems with oil starvation. The 3sgte put out very competitive horsepower compared to the other 2litre turbos.


The bluebird is a good thing also, cheap to buy, plenty of go faster gear for the SR, not sure about mild... the restricted motor needs plenty of boost at the lowest possible rpm to create plenty of torque, the HP party stops at about 6grand

heres a vid of the nephews car from this year, he dnf the race before came from rear of grid to 3rd place.

http://www.youtube.com/watch?v=NlfN73a-9Ws

[mtp_69_i]

I've had a look through the CAMS IPRA group 3J (IPRA) rules and have a quick question for anyone that may have some experience.

Is it allowed to run a nissan engine in a datsun shell?

I know I should ask CAMS but I figured someone on this thread may have seen this combo (or thought about it too) and could shead some light on it.

[IN 05 NT]

just get some NISSAN DATSUN badges...theyd never guess,
if your thinking of puting an SR in and they dont allow it, try a Fj....there dinosaur, but still make good grunt with the know how!
honestly i dont have a clue tho

[dave368]

just get some NISSAN DATSUN badges...theyd never guess,
if your thinking of puting an SR in and they dont allow it, try a Fj....there dinosaur, but still make good grunt with the know how!
honestly i dont have a clue tho

Yes you can put an SR/CA/FJ into a Datsun shell, there are several around the country. Manufacturers that do badge engineering are considered the same under the 3J rules. E.g. you can use a Lexus motor in a Toyota chassis or vice versa.

[charged]

FJ are getting old and hard to get bits for, SR very nice, I reckon the CA would be the go 1800cc and fairly robust. There is a BP18 Mazda that makes very good hp fromm 1800cc and they give a slightly wider powerband.Like dave said as long as the configuration stays the same. If the car came with a inline 4, a inline 4 NA or FI can used.

[indigoid]

SR are rubbish for racing, at least in NA form. They're great as a production engine - never need to adjust valve clearances and they are relatively easy to service in other respects as well.

The same things that make them good for production make them completely stinky for racing, sadly. The FJ on the other hand is crap as a production engine (what were Nissan thinking?! I'm glad they went ahead with it, but it makes little sense to me) but fabulous as a base platform for an NA race engine

- You can go to a very big bore (92mm!), unlike pretty much every other mass-production 2L 4cyl engine, 3S included. This means you can destroke it and rev it even harder

- big bore = can fit big valves too if you want them

- they are a shim+bucket engine, so you can choose the oil you want to use with much greater freedom (unlike with the hydraulic-lifter variants of the SR, ie. all the affordable ones)

- factory double valve springs -- if nothing else convinces you that they were designed with racing in mind, this should

- show me proof of one production-based NA SR20 making good reliable power beyond 8500rpm. SR20-powered touring cars (eg. BTCC) don't count, their cylinder heads are completely different. Go on, I'll wait...

[charged]

have no experience with NA SR motors, just going on what the guys in SA do with sr20det's. Id love a beams or a nice 7age in my bus though

[teamdrinkalot]

-

show me proof of one production-based NA SR20 making good reliable power beyond 8500rpm. SR20-powered touring cars (eg. BTCC) don't count, their cylinder heads are completely different. Go on, I'll wait...

[/QUOTE]

I had a NA SR20 fitted to my Honda SS, yes it was an ex BTCC, but it was an early model one that still retained the original head. Made 275hp (at fly) and a great power band.
Still holds 3 lap records (one by nearly 3 seconds), sold it in 2003.
ps: rev limit set to 8700, didn't need it any higher.

[teamdrinkalot]

[

QUOTE=charged]Dave runs a dry sumped 3sgte, its a expensive way to go. My 2 nephews have campaigned 3sgte with mods to sump and some external return lines from the head to the sump and have had no problems with oil starvation. The 3sgte put out very competitive horsepower compared to the other 2litre turbos.

A good dry sump system will run the motor in a vacuum which will add horsepower as the moving parts are not pushing air.

[indigoid]

I had a NA SR20 fitted to my Honda SS, yes it was an ex BTCC, but it was an early model one that still retained the original head. Made 275hp (at fly) and a great power band.

interesting, got photos? pm if you don't want to show them here

[teamdrinkalot]

This is all I've got. There are more on my faulty hard drive.

[teamdrinkalot]

My son had some on his computer.

[indigoid]

interesting. i'm most interested in what's under the valve covers... in particular:

- did you use solid or hydraulic lifters? if hydraulic, what oil were you using?

- did you use rocker stoppers (eg. the ones that Tomei sell) to stop the lifters from floating up and away from the valves at high rpm

- how much valve lift?

I think it would be possible to alter the production SR head to use a finger-follower arrangement (a la F1) but when the FJ is so superior it's hard to justify doing so. Thanks for posting the pics!

Got a dyno sheet?

[teamdrinkalot]

They were solid lifters with roller type rocker forks. Yes it was fitted with rocker stoppers.

The biggest trick with these engines was to increase the bore and destroke the crank, this enables larger valves. The head appeared to be a turbo head as the inlets were much larger than standard NA.

It was also fitted with a sweet slide throttle body, twin injectors, excellent dry sump system.

I have a dyno sheet somewhere, I'll do a search and post it up.