sr5 vs sr8 rear end?
Discussion
i'm putting an ecoboost and hewland ftr200 into an SR8 chassis. just read that the SR5 has the hewland jfr200 transaxle which is identical to the ftr other than the omission of the latter's integrated engine dry sump tank.
are the suspension main dimensions and upright design the same on both cars? i.e. can i use SR5 driveshafts? or is there a better/cheaper/stronger alternative?
are the suspension main dimensions and upright design the same on both cars? i.e. can i use SR5 driveshafts? or is there a better/cheaper/stronger alternative?
I thought the sr8’s had a quaife box? That’s what was fitted originally (seller took the engine and box for a mental exige project). I emailed quaife when I was looking for a transaxle and they wouldn’t answer any questions / referred me to radical.
I’m told the uprights for sr3/5/8 are all the same? Also told radical shafts are made of chocolate so best just to measure everything up and get a set made.
I’m told the uprights for sr3/5/8 are all the same? Also told radical shafts are made of chocolate so best just to measure everything up and get a set made.
I believe the fiesta ST180's are 178bhp and 180 lbs/ft stock. mygale's formula ford puts out 200bhp / ? lbs/ft using the FTR200 and some of the hillclimb guys have tuned these to 320+ with no issues reported in terms of reliability.
i looked at many options [subaru flat 4, jag v6, rotary, k20] but i'm firmly in the ecoboost camp now as i bought all the bits from mygale [bellhousing, clutch shaft and all the engine-to-gearbox dry sump connections, breathers etc.] which arrived last thursday. i also have a jenvey turbo manifold made for this engine.
it's a light engine and 300bhp is achievable stock, just with a decent ecu and turbo. a blown engine is therefore a manageable $ proposition whereas a blown k20 [which i've seen many happen to other people] is not. the main driver for this project was creating something that can best an SR3 whilst having much lower running costs.
i do need to understand the gearbox a bit better and what needs to be done in terms of in-gear boost strategy to make sure it doesn't lunch itself. just hewland were less than helpful when i initially contacted them [although i do need to buy new ratios now, so that may improve] so prob need to get on uphillracers and ask questions.
i looked at many options [subaru flat 4, jag v6, rotary, k20] but i'm firmly in the ecoboost camp now as i bought all the bits from mygale [bellhousing, clutch shaft and all the engine-to-gearbox dry sump connections, breathers etc.] which arrived last thursday. i also have a jenvey turbo manifold made for this engine.
it's a light engine and 300bhp is achievable stock, just with a decent ecu and turbo. a blown engine is therefore a manageable $ proposition whereas a blown k20 [which i've seen many happen to other people] is not. the main driver for this project was creating something that can best an SR3 whilst having much lower running costs.
i do need to understand the gearbox a bit better and what needs to be done in terms of in-gear boost strategy to make sure it doesn't lunch itself. just hewland were less than helpful when i initially contacted them [although i do need to buy new ratios now, so that may improve] so prob need to get on uphillracers and ask questions.
Edited by shirt on Sunday 1st September 14:25
as soon as i get an engine i will start a build thread as i have an absolute ton of questions. the car is stripped to bare chassis waiting to get going and i've finished/sold my other projects to enable it.
i believe precision chassis works over there [US] did an sr3 subaru conversion. it was that build which gave me the idea, then this rolling chassis came up cheap. i do think the ecoboost is a better solution though. modern DI turbo tuning possibilities, easy power, decent fuel economy, and a strong/balanced bottom end will rev to 8.5k
i believe precision chassis works over there [US] did an sr3 subaru conversion. it was that build which gave me the idea, then this rolling chassis came up cheap. i do think the ecoboost is a better solution though. modern DI turbo tuning possibilities, easy power, decent fuel economy, and a strong/balanced bottom end will rev to 8.5k
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