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supercharged zs update

hi everyone. sorry it has been a while for me to update about my car. for those of you who do not know my car here is a small recap.
july 2009 supercharger kit fitted
july 2009 kit has a list of issues and car off road for 2 months
august 2009 most issues fixed and car on the road producing 238bhp
a fault free 14 months of driving and 11000 miles. here is a list of the parts already modified

-koni adjustables all round at standard height
-quick shift kit
-janspeed manifolds and decat
-piper full stainless exhaust
-gauges in pillar pod including wide band air/fuel
-water/methanol injection, mappable

during this year i decided 240 bhp was not enough and wanted to take it further. my engine was running perfect with no problems which i was very impressed with. i bought loads of upgrade parts during the year over the course of a few months and did a big rebuild in late october. thes were the items

-new hi spec motorsport front rotors and green stuff pads (might i say greenstuff pads are awesome)
-gearbox rebuilt with quaiffe lsd, uprated bearings,new seals,uprated oil
-lightened and balance flywheel (beautifully machined and half the weight)
-cg motorsport organic clutch
-alloy fuel pressure regulator, adjustable
-newer engine (27000 miles) rebuilt with omega low compression forged pistons. reduces 12:1 down to 8:1, 2 brand new cylinderheads, all new cylinder liners and oil pump.
-new cambelts rollers waterpump oil pump etc.
-new home made pipercross induction kit
-4 new pirelli pzero nero tyres (very good on this car)
-modified air con pipe
-piper high lift exhaust cams only with vernier pulleys andavnced 8 degrees
-6 brand new original injectors

i rebuilt the car and installed the engine over the course of 2 weeks at a friends garage. they let me use a ramp which really helped. i made a nice job of it and tidy'd up any loose ends from the original charger fitment. the car runs great with no issues atall. the pistons are from omega and were designed by rover themselves from when they were prototyping the supercharger kit. there were three diffent forged pistons made for this application designed by rover each with a different dish type but same compression ratio. i also had a set of piper cams from ages ago that are for naturally aspirated. i decided to fit the exhaust cams and not the inlet cams. i thought getting the air out more efficiently was more imporatant seeing as the inlet is forced induction. i also advanced the exhaust cams 8 degrees to reduce valve overlap and take maximum advantage of the boost pressure. i heard that some one tried fitting the full cam kit and it reduced performance so i did not try.
i was worried that the lightened flywheel twinned with the low comp pistons might make it hard to pull away but the car pulls away as smooth as before. i had to add a small amount of fuel due to the lower compression pistons and therfore more air. the car was surprisingly faster that before even though with lower compression pistons. it went like the clappers. i think the cams made a real difference.the quaiffe is a very good unit. the car barely wheel spins compared to before. it does torque steer tho.
in my quest for more power i decided to take a hack saw to the supercharger pulley. the whole idea of lower comp pistons was to increase th boost and gain more power and the only way is to reduce the charger pulley diameter. unfortunatly the pulley is machined in one piece and forms a shaft ,oilseal and bearing support so would have been weeks of work on my dads lathe so we machined the old pulley off the shaft and tig welded the old alternator pulley to the shaft. this pulley is very small and spins the charger too fast. the maximum rpm of the charger is 15-16000 rpm . the original speed is 14850 on the revv limiter. with the small pulley the rpm would have been 18000 on the limiter so i got the ecu remapped so the revv limiter comes in at 6250 instead of 6800. not much of a loss in revvs. the boost pressure is now 10psi. this then created a problem with fuel starvation. i was running the 7th injector at max and still running very weak due to the extra air. this is why i introduced the adjustable fuel pressure regulator. i incresed it to 47psi at idle and this has cured the problem. what an improvement. because the charger is spinning faster all the time the boost comes in straight away from very low revvs. the torque is incredible and power is amazing. i do not miss the 6800 revvs atall due to the torque it now produces. i will get it rolling road very soon and let you know what its running. there are some videos i just uploaded on you tube of it. have a look. let me know what you think.

needs more pics but sounds very impressive

Sounds like a load of interesting work, glad its all running OK.

i'll have a look on you tube, see if I can find you.

:santa::santa:

gaz u still dont have the nack of this computer lark do you, upload the pic to photo bucket then put the img link in here to put the pic up

thats amazing im jealous

sounds good, you need to ditch the 7th injector and go for larger injectors and a ecu either dta pro 8 or s80 then you should have covered every base.

the work you have done is what my plans were before i sold up hats of to you

its done about 2000 miles on the new engine with the smaller pulley now. evarything still seems ok. im hoping 280-300bhp. time will tell. i would like to go stand alone management but it will never run the same. my dad got a standalone fitted by some japanese specialist who was meant to be the best in the country and it was great for 400bhp on his gto but when it came to cold starting and low load conditions it drove like a fiesta with a piston missing. there is so much to do when making an entire map for a car it takes months or even years to get it right . that is why i have steered clear so far. maybe in the future.

In your photobucket album, looking at the whole album, if you hover over the image you want, on the menu that pops up, click on the text next to where its says IMG code, and paste that directly in the reply box here ;-)

And your car is amazing.

that is why i decided not to go stand alone, i was concerned that the car would not be the same. However its not always the case, it just takes time.

the way the 7th injector works is the downfall to the supercharger, it seems good for day to day, but it does has its downfalls the std injectors will only flow around 50bhp per cylinder at silly amount of bar so be carfull as they will be at there limit

Impressive work there, car looks stunning as well. Recognise the RR, the one on the airport.

WOW You car looks amazing! some excellent work!

do you guys ever do a rolling road day. Group bookings

We did one at Janspeed, Salisbury, think 2 of us turned up, plus one a bit later.

:yes::yes::yes:

Quote:

Originally Posted by garymgzs180 (Post 183543)

do you guys ever do a rolling road day. Group bookings

There have been the odd couple here and there, about time we did another one. Mine is due another mapping session but I'm waiting until I have dropped the gearbox, replaced the clutch and lightened flywheel.

I would well be up for a remap session if others were doing it? Some time after 10th jan to see what i can get from the 180 :) And that car looks beautiful!! So jealous!

i'll be up for a dyno run, once i got my pressure relief system sorted... that has gone on hold for a short while while i have been out the country and my mate is on holiday (grr)

hope that you get a few more miles of longevity out your car, seems to be doing well on the whole not going bang stakes so far :D

looks brilliant.

the cogs on the charger are not starting to pull are they? the picture is a bit blurey

have you measured your intake temps? after a good blat or a few rolling road sessions? with the extra boost they will be up with the only thing cooling is the fuel thats designed to help you with more power.

This is ZS porn... Luvit/wantit..

the temperature in the plenum (after the charger) is consistantly 80 degrees celcius under hard acceleration. this was tested after 40mins driving. this was measured with a stand alone thermo couple and not the inaccurate sensor on the piggy back. this temperature reduces to 70 when the water injection is turned on. these were the temperatures before i increased the boost though. i know now with double the boost the temp will be through the roof. with the old engine i used to have to retard the timing 12 degrees but as soon as i fitted the lower comp engine i managed to tune this back to zero and actually started advancing the timing believe it or not. the low comp pistons really make that much difference. when i then increased the boost i had to retard the timing 4 degrees at the top end but it is still advanced 4-5 degrees low down to give incredible torque. obviosly i have been monitoring knock/detonation throughout and this is what i have tuned it to. the fuel air ratio is 11.4:1 and 12:1 at top end.
i really want to fit a charge cooler to reduce the intake temp and gain even more power but i looked at the assembly on the engine long and hard and came to the conclusion i couldnt divert the air out of the plenum then back without cutting the bonnet open and fitting either a vent or bulge. i really dont want to have to do this though. i like the standard look of my car. have you got any ideas. i dont know if you were thinking of fitting a cooler to yours at some point.

loving this car and the work and thought that has went into it! Good to see another supercharged zs being run and advanced in it's power and reliability stakes, well done! :)

not wanting to steal garys thunder but this was on the rollers this morning and very pleased with it the guy on the rollers said it was spot on. As its his baby I will let him post the magic BHP figures hes workin late to I guess it way be tmr before he does it ive already pestered him to get on here! hes not the best at forums

nice one look forward to his post then

hi every one . car went on the rolling road this morning. running very nicely with good fuelling . it produced 274 bhp. not as much as i would have liked but im am very greedy. the power graph did not peak off so there is plenty left in the engine but the charger is running at max. it would have gone up to 300 bhp but i had to cap the revvs at 6200 due to the charger being at max rpm. i dont think i will make anymore changes as it is very powerful and is running reliably. the only thing that would make an improvement is fitting a charge cooler. i may look into doing this in the near future. here is a link to the video. pictures will follow soon
http://www.youtube.com/watch?v=Fck8bMUiBrE

very nice dude glad its been worth all the time thats gone into it.

oh and it sounds like a fighter jet haha

Great sound, bet you were pleased when he eased off.

Glad it turned out as good as that, worth all the effort.

:smile2::smile2::smile2:

Looking good.

I don't know if it help with a supercharger but on my 180 I've moved the battery to the boot and fitted BMC CDA in it's place drawing cool air through the hole in the chassis rail.

Summer 2009 we were in Spain, I had my scangauge2 on air inlet tempreture and once the engine was up to operating temp the inlet temp was always considerably higher than ambiant air tempreture. This was with the O/E airfilter in the normal location.

This year with the BMC CDA fitted as described the inlet temp would rise but as soon as you get to about 25 or 30 mph the inlet temp starts dropping back to close to ambiant.
At the moment I drawing air at sub zero temps.

Although so of the effect will be lost in the charger I suspect that if you get cooler air into the charger it will be cooler coming out of it.

Also would an oil cooler help, either for the oil in the charger or the oil in the sump?

supercharged zs update

I`ve enjoyed reading this! :D

Really looks like a labour of love with the amount of thought & hard graft that must have gone into building this motor! ;)