Ford Racing Puma 481 (S1700 Engine Finished)
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Ford Racing Puma 481 (S1700 Engine Finished)
Hi fellas thought id give you the low down on whats planned for my frp. Ill get to the exciting bits shortly, but for now ill start with when i got it.
The car is frp 481, i took a 4 hour drive to collect it and it was the first i viewed. Unfortunately the car had a suspected gearbox problem along with a bunch of other niggly bits im going to have to get done.
I bought a frp gearbox to replace mine, but after a semi mot check over i found a broken driveshaft cv joint. To say i was excited was an understatement! I replaced the broken joint and for good measurement replaced the wheel bearing, the other side bearing will be getting done shortly as its in for some track/nurburgring abuse!!
This was the cure to my problems! I drove the car for the first time last weekend and love it, its such a possitive driving experience and cant wait to get on track. But, before i do theres a couple of bits i need to sort. Firstly the steering wheel, the badly worn alcantara original was driving me mental, so i was straight onto demon theives for a 350mm sparco suede wheel and boss kit. It looks and feels soooo much better! Secondly, being 6 foot 6 tall the seat was a touch close, so with a 70mm extended seat rail im at home.
Lastly for now is the splitter, the car didnt come with one so i purchased one from puma build and is now fitted.
For now that is all, but ill give you the rest of my plans.
The gearbox i bought as a replacement i am rebuilding with a rs turbo limited slip diff, ready for my engine.
Brakes wise i will be removing the alcons and replacing with my 4 pot 330mm ap racing brakes. I use ds2500 pads as i love the compromise of great bite on the road with no fading being a light car on track.
Gaz coilovers will be fitted along with raceline rl7s
The engine, now this is for the longterm but im in the right workplace to get me my goals.
I work with my dad Harvey Gibbs who develped not only the racing puma engine but the works s1600 puma engine.
After many discussions we have devised a plan.
I have a donor 1700cc puma engine, The head will be visiting nick waples for a full blown port rework and valve/insert size upgrade.
The cams i already have and are circa 12.5mm lift inlet 290ish deg duration and exh 12mm lift and 270 deg duration.
It will have one off cp pistons and rod configuration with a compression ratio between 12 and 13:1
The bottom end will be balanced and put together by myself and my dad.
I plan on running 44mm spindless throttle bodies and a super 1600 genuine exhaust manifold and system.
We aim for 240bhp at 9000rpm.
The car will be painted and off to shows, trackdays and ring trips
I will eventually get a build thread up with a picture progress report.
Sorry to waffel on i hope you enjoy reading my plans
Thanks, Ryan
The car is frp 481, i took a 4 hour drive to collect it and it was the first i viewed. Unfortunately the car had a suspected gearbox problem along with a bunch of other niggly bits im going to have to get done.
I bought a frp gearbox to replace mine, but after a semi mot check over i found a broken driveshaft cv joint. To say i was excited was an understatement! I replaced the broken joint and for good measurement replaced the wheel bearing, the other side bearing will be getting done shortly as its in for some track/nurburgring abuse!!
This was the cure to my problems! I drove the car for the first time last weekend and love it, its such a possitive driving experience and cant wait to get on track. But, before i do theres a couple of bits i need to sort. Firstly the steering wheel, the badly worn alcantara original was driving me mental, so i was straight onto demon theives for a 350mm sparco suede wheel and boss kit. It looks and feels soooo much better! Secondly, being 6 foot 6 tall the seat was a touch close, so with a 70mm extended seat rail im at home.
Lastly for now is the splitter, the car didnt come with one so i purchased one from puma build and is now fitted.
For now that is all, but ill give you the rest of my plans.
The gearbox i bought as a replacement i am rebuilding with a rs turbo limited slip diff, ready for my engine.
Brakes wise i will be removing the alcons and replacing with my 4 pot 330mm ap racing brakes. I use ds2500 pads as i love the compromise of great bite on the road with no fading being a light car on track.
Gaz coilovers will be fitted along with raceline rl7s
The engine, now this is for the longterm but im in the right workplace to get me my goals.
I work with my dad Harvey Gibbs who develped not only the racing puma engine but the works s1600 puma engine.
After many discussions we have devised a plan.
I have a donor 1700cc puma engine, The head will be visiting nick waples for a full blown port rework and valve/insert size upgrade.
The cams i already have and are circa 12.5mm lift inlet 290ish deg duration and exh 12mm lift and 270 deg duration.
It will have one off cp pistons and rod configuration with a compression ratio between 12 and 13:1
The bottom end will be balanced and put together by myself and my dad.
I plan on running 44mm spindless throttle bodies and a super 1600 genuine exhaust manifold and system.
We aim for 240bhp at 9000rpm.
The car will be painted and off to shows, trackdays and ring trips
I will eventually get a build thread up with a picture progress report.
Sorry to waffel on i hope you enjoy reading my plans
Thanks, Ryan
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Fitted my rl7s and ap racing 330mm 4pots.
Escos Gaz from durham painted it and looks amazing but havnt had chance to give it a proper clean yet.
Decided the underneath neaded a freshen up so stripped it back and stone chip the underside and arches black.
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Yes i loved the old style comps but made the gearing too high, it is geared for 160mph at 9000rpm on 17's. would be way too much on 18's unfortunately
As much as i like to abuse my brother i have to admit his saphire is the nicest ive seen
#14
Ben
Looks very nice!
As for your cams, the SE tuning guide in Fast Ford a couple of months back said the maximum liftyou can physically achieve is 10.3mm inlet and 9.65mm exhaust, how are you going to get 12.5mm?!
As for your cams, the SE tuning guide in Fast Ford a couple of months back said the maximum liftyou can physically achieve is 10.3mm inlet and 9.65mm exhaust, how are you going to get 12.5mm?!
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Cheers max.
Thanks gary its my daily and every time i drive it i just have the biggest grin on my face, id choose it over just about any other car ive driven
Thanks gary its my daily and every time i drive it i just have the biggest grin on my face, id choose it over just about any other car ive driven
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I have genuine s1600 development cams that fit in with no head mods, i would say they mean thats the max with standard valve springs and no pockets in the pistons
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#23
like i said saturday, it looks lovely Ry... nice to have rare ford too, not like that mass produced saff your bro`s got hahaha
i do still think it needs to sit lower and the wheels spaced out (they`re some hoofin gurt arches to fill!!) but have o doubt you`ll sort it....
so when does my shonky renault get a shot at it?????? hahahahaha
i do still think it needs to sit lower and the wheels spaced out (they`re some hoofin gurt arches to fill!!) but have o doubt you`ll sort it....
so when does my shonky renault get a shot at it?????? hahahahaha
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like i said saturday, it looks lovely Ry... nice to have rare ford too, not like that mass produced saff your bro`s got hahaha
i do still think it needs to sit lower and the wheels spaced out (they`re some hoofin gurt arches to fill!!) but have o doubt you`ll sort it....
so when does my shonky renault get a shot at it?????? hahahahaha
i do still think it needs to sit lower and the wheels spaced out (they`re some hoofin gurt arches to fill!!) but have o doubt you`ll sort it....
so when does my shonky renault get a shot at it?????? hahahahaha
As for the renault you have a few more ponies than i do, for now, so there best be a few corners lol
#25
hahahaha sounds good!.. just need the tarmac to dry out as tbh, i`m struggling with the mega camber up front!
looking forward to seeing (and hearing) the NA build...
whats the deal with the spindleless bodies?? are they roller barrels like the duratec/cosworth items or where the butterfly becomes the spindle like the AT power items????
looking forward to seeing (and hearing) the NA build...
whats the deal with the spindleless bodies?? are they roller barrels like the duratec/cosworth items or where the butterfly becomes the spindle like the AT power items????
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hahahaha sounds good!.. just need the tarmac to dry out as tbh, i`m struggling with the mega camber up front!
looking forward to seeing (and hearing) the NA build...
whats the deal with the spindleless bodies?? are they roller barrels like the duratec/cosworth items or where the butterfly becomes the spindle like the AT power items????
looking forward to seeing (and hearing) the NA build...
whats the deal with the spindleless bodies?? are they roller barrels like the duratec/cosworth items or where the butterfly becomes the spindle like the AT power items????
Yer will sound awesome at 9k
The ones i thought about using were the at power ones but found some 45mm x 38mm barrel throttles which i may use yet failing that we knowa lad at titan so may have a set of there barrels, too many choices just gotta get saving
#27
i cant remember the numbers but 2mm toe out and 2.5deg on the front i think....
barrels are the way to go if you have room.. Matts got a set of TITANs in the office @ TDF.. they`re a very nice little bit of kit..
if its an area you want to keep to yourself just say, but whats your thoughts on inlet length/injector position (4 or 8??) on the NA build.. i know from personal experience with the pug its an area that can massively affect outputs.. even down to trumpet length/taper... i would have a guess at around 325mm valve face to trumpet top???
barrels are the way to go if you have room.. Matts got a set of TITANs in the office @ TDF.. they`re a very nice little bit of kit..
if its an area you want to keep to yourself just say, but whats your thoughts on inlet length/injector position (4 or 8??) on the NA build.. i know from personal experience with the pug its an area that can massively affect outputs.. even down to trumpet length/taper... i would have a guess at around 325mm valve face to trumpet top???
#28
B1mbo
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I will answer this one, he dosnt know
The ideal legnth however will be different to the supper 1600 so will be optimised on the dyno I would imagine he will use the s1600 set up as a base to start from.
For outright power 8injector is the way to go.
Run banked injection and turn the back set on around 6ms injector on time (or there abouts), this way you can run the front set to a reasonably high power output with best drivability and switch backs on for power.
Whilst on the dyno he can see at what rpm he gets stand off (if it does) and switch the fronts on more than the rear.
(6r4 was the perfect example for the standoff issue)
The ideal legnth however will be different to the supper 1600 so will be optimised on the dyno I would imagine he will use the s1600 set up as a base to start from.
For outright power 8injector is the way to go.
Run banked injection and turn the back set on around 6ms injector on time (or there abouts), this way you can run the front set to a reasonably high power output with best drivability and switch backs on for power.
Whilst on the dyno he can see at what rpm he gets stand off (if it does) and switch the fronts on more than the rear.
(6r4 was the perfect example for the standoff issue)
Last edited by J1mbo; 28-01-2013 at 09:09 PM.
#30
hahaha
and i thought you were just a boost boy jim with the attitude of "pass me an 11mm spanner and some molegrips" to get power!!!!!
so you`ll run injectors nearer the valve for lower down the revs and bring in a set higher up the tract as the revs increase (and give more time to mix the air/fuel)??
and i thought you were just a boost boy jim with the attitude of "pass me an 11mm spanner and some molegrips" to get power!!!!!
so you`ll run injectors nearer the valve for lower down the revs and bring in a set higher up the tract as the revs increase (and give more time to mix the air/fuel)??
#32
hahahaha
dont mess with the denim assassin!!!
so where will they live in this engine?? 1 in the T/B and 1 in the trumpet?? or is there a location in the head? (i never had a good look at the engine when phil had it, just dragged it around his patio)
dont mess with the denim assassin!!!
so where will they live in this engine?? 1 in the T/B and 1 in the trumpet?? or is there a location in the head? (i never had a good look at the engine when phil had it, just dragged it around his patio)
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Bearing in mind my engine has vvt so you gain alot over a standard engine anyway so these injector positions and trumpet length dont have to be spot on optimised, the vvt gives you the drivability and tourque down the bottom that you would normally lose with having inlet tracks and injector position tuned for top end power. You have to come to a compromise as mines being a road and track engine and thats what the vvt allows.
You can sit the engine at 9000 rpm and with the touch of a button advance and retard the cam timing watching it pick up power
You can sit the engine at 9000 rpm and with the touch of a button advance and retard the cam timing watching it pick up power
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Whoops haven't updated in ages, alots been going on and its coming along nicely now
Block all cleaned and painted
New larger valves
Bit of difference to standard cams lol
S1600 valve-train
Cad drawing from titan motorsport for itb's
Lightened flywheel thanks to Mark Walker
Pistons and rods
Custom inlet from titan to our spec
The car looking lovely ready for the new engine
Just waiting on crank which is being knife edged and balanced.
Cylinder head is with nick waples where he is working his magic
Block all cleaned and painted
New larger valves
Bit of difference to standard cams lol
S1600 valve-train
Cad drawing from titan motorsport for itb's
Lightened flywheel thanks to Mark Walker
Pistons and rods
Custom inlet from titan to our spec
The car looking lovely ready for the new engine
Just waiting on crank which is being knife edged and balanced.
Cylinder head is with nick waples where he is working his magic
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Thanks
#40
Ben
Looking good now mate, those cams look mental in comparison to the originals