Courtenay Harrup Supercharger A Stage Too Far!

alanoo

vocky said:
great job guys 🙂

ideally Nick needs some wiseco pistons, then 400 bhp is possible 8)

on a standard z22se engine you would need; eagle steel rods, wiseco pistons, balancer delete, ported head with uprated valves (Nick has saab turbo valves), comp sc cams and a 3" exhaust system

uprated fuel pump system (with swirl pot), big injectors, ARP head bolts (400 bhp starts to be a lot for OE ones, crank ones should be fine), and ARP flywheel bolts too
(and maybe a ported inlet manifold to keep the TVS in a good pressure ratio area if the head flows)

I'll personally prefer Diamond racing or Je pistons for such a high power level too

nickb777

alanoo said:
I really hope for you the pistons will survive, but at these power it is more a chance factor than anything else.

LSJ guys are killing their stock pistons around 280-300 whp, and they are already much stronger than L61/Z22SE ones (which proved to be fine at ₂₅₀ crank on all hitec/Courtenay conversions, so around 220 whp)

Yea I know that's why it's on my do asap list got to drop the engine again 🙁

rik1083

don't the standard ones have the wrong compression? or are you still using the head spacer?

nickb777

Spacer on mine to reduce comp ratio

alanoo

A must have for those who do not have a full access to the ECU maps of course 🙂

timmee

JohnnyN said:
Doo be doo be doo????

:think: :roll: :think:

Awesome power there Nick. Well done Jon on another fantastic job. :clap:

I'm leaving this thread now before I have the urge to sell my wife and children!! rofl..

i give it 6 months then yours will be booked well maybe even sooner :thumbup:

Drakey

I take it this beast is sat in the workshop just round the corner from me????
Would love to poke my nose in and have a look around it some time?

A11VXL

alanoo said:
I really hope for you the pistons will survive, but at these power it is more a chance factor than anything else.

LSJ guys are killing their stock pistons around 280-300 whp, and they are already much stronger than L61/Z22SE ones (which proved to be fine at ₂₅₀ crank on all hitec/Courtenay conversions, so around 220 whp)

Thats why we are de tuning Nicks 😃 we were just not expecting it to be this good. 😃
Chris Fougler X DTM racer amounst a few others has been running a Hitec converted 2-2 at 290-295 bhp for 2+ years for sprint and track on standard pistons.

The problem with the Americans is that they will use tiny pullies for big boost this takes the M62 right out of its efficiency range and the inlet air temps go throught the roof (so much so it makes my friend at Lotus who did alot of build ,test and base calibration work wince with horror :o ) all this on 9.5-1 compression ratio and premium fuel at 92 -95 octane some run even lower octane !! so they cannot run a very efficiant timing curve. On more same applications GM say the piston is good for 310+ bhp. Thank God for high octane !! 😃

A11VXL

Drakey said:
I take it this beast is sat in the workshop just round the corner from me????
Would love to poke my nose in and have a look around it some time?

Hello. Pop around and have a look, if your very close you will probably of heard it ! most of our neighbours did on Friday :oops: :oops:

Drakey

Cheers, may pop in next week, just up the road in Gimingham.

alanoo

A11VXL said:

alanoo said:
I really hope for you the pistons will survive, but at these power it is more a chance factor than anything else.

LSJ guys are killing their stock pistons around 280-300 whp, and they are already much stronger than L61/Z22SE ones (which proved to be fine at ₂₅₀ crank on all hitec/Courtenay conversions, so around 220 whp)

Thats why we are de tuning Nicks 😃 we were just not expecting it to be this good. 😃
Chris Fougler X DTM racer amounst a few others has been running a Hitec converted 2-2 at 290-295 bhp for 2+ years for sprint and track on standard pistons.

The problem with the Americans is that they will use tiny pullies for big boost this takes the M62 right out of its efficiency range and the inlet air temps go throught the roof (so much so it makes my friend at Lotus who did alot of build ,test and base calibration work wince with horror :o ) all this on 9.5-1 compression ratio and premium fuel at 92 -95 octane some run even lower octane !! so they cannot run a very efficiant timing curve. On more same applications GM say the piston is good for 310+ bhp. Thank God for high octane !! 😃

Yep, leaving ideally leaving a high compression ratio (around 10) and a small pulley is the way to go to leave either the M62 or the TVS in the perfect efficiency/pressure ratio, but well, again, much more difficult to map so really need a standalone (have a look at solaris ECS like I said on the .org, I definitely think it could be really interesting, they are open to make plug&play applications too, as a dealer you may have a chance for that)

A11VXL

alanoo said:

Yep, leaving ideally leaving a high compression ratio (around 10) and a small pulley is the way to go to leave either the M62 or the TVS in the perfect efficiency/pressure ratio, but well, again, much more difficult to map so really need a standalone (have a look at solaris ECS like I said on the .org, I definitely think it could be really interesting, they are open to make plug&play applications too, as a dealer you may have a chance for that)

At the moment it seems that 10-1 is good up to about 265 bhp 9-10psi with from an M62, but with more boost and we cannot run so much ignition (advance), and end up retarding the power down the exhaust 🙁 . The engine seems to respond better at 9-1, with more boost and more timing. I will also look at the Solaris ECU. Thanks for that. :thumbup:

exmantaa

Curious to the inlet temperatures (IAT) you get after the M62 at _10psi.
Do you optimise the laminova cooling path in the IM? A 2-pass mod instead of the standard 4-pass seems to work very well to cool things down. (Some US Cobalts even run a 1-pass system on their high boosted M62's.)

A11VXL

exmantaa said:
Curious to the inlet temperatures (IAT) you get after the M62 at _10psi.
Do you optimise the laminova cooling path in the IM? A 2-pass mod instead of the standard 4-pass seems to work very well to cool things down. (Some US Cobalts even run a 1-pass system on their high boosted M62's.)

As I sit here I cannot remember exactly :oops: but I will check. We have done the duel pass mod with the reversed cores on a few cars, now we are seeing cars over 250. My own car has it done at stage 2 with the big Pre rad and header tank, we are now offering it to people on the stage 2 as an option. Will come back to you on inlet air temps at 10 Psi. Nicks was hitting 50c on Friday the cell was at about 14.

exmantaa

No hurry, your answer already confirmed this is a beneficial mod.
( And I still have some time before all your nice conversion parts have arrived here in Holland... 😃 )

Will modify my IM endplate to dual pass to increase cooling efficiency. Also thinking about porting (widen) the laminova slots inside the manifold a bit, as some US users found this increases blower efficiency because the restriction in the flowpath is less.

rik1083

exmantaa said:
No hurry, your answer already confirmed this is a beneficial mod.
Also thinking about porting (widen) the laminova slots inside the manifold a bit, as some US users found this increases blower efficiency because the restriction in the flowpath is less.

How do you do that? arent they pretty much impossible to get to apart from the first one?

alanoo

rik1083 said:

exmantaa said:
No hurry, your answer already confirmed this is a beneficial mod.
Also thinking about porting (widen) the laminova slots inside the manifold a bit, as some US users found this increases blower efficiency because the restriction in the flowpath is less.

How do you do that? arent they pretty much impossible to get to apart from the first one?

Cut open and reweld

alanoo

A11VXL said:

alanoo said:

Yep, leaving ideally leaving a high compression ratio (around 10) and a small pulley is the way to go to leave either the M62 or the TVS in the perfect efficiency/pressure ratio, but well, again, much more difficult to map so really need a standalone (have a look at solaris ECS like I said on the .org, I definitely think it could be really interesting, they are open to make plug&play applications too, as a dealer you may have a chance for that)

At the moment it seems that 10-1 is good up to about 265 bhp 9-10psi with from an M62, but with more boost and we cannot run so much ignition (advance), and end up retarding the power down the exhaust 🙁 . The engine seems to respond better at 9-1, with more boost and more timing. I will also look at the Solaris ECU. Thanks for that. :thumbup:

Hum yes, it is true that the Z22SE even N/A works with very few ignition advance, so retarding it a bit too much could be bad for EGT's... maybe lowering CR is not a bad idea after all on this engine...

nickb777

Anyone got any 8.9:1 .2 oversize forged pistons they wish to sell me 😃 I need some ASAP

daaaaavek

8.9:1 close enough?

http://www.allecotec.com/product_info.p ... cts_id=112

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