0-60 Time For a 3 Door 330BHP Conversion?
27-11-2003, 07:49 PM
#1
0-60 Time For a 3 Door 330BHP Conversion?
Anyone any idea what the 0-60 time would be for a 3dr Cossie running a 330 BHP conversion. Also any idea what the top speed would be running standard gearbox and rear axle?
I had all these Scooby drivers give me a hard time in the pub on Sat night saying my 17 year old Agricultural Engined Cos would get thrashed in the 0-60 up against their recycled chinky cartons.
Any feedback would be grateful just so i can get my own back this weekend. Cheers.
I had all these Scooby drivers give me a hard time in the pub on Sat night saying my 17 year old Agricultural Engined Cos would get thrashed in the 0-60 up against their recycled chinky cartons.
Any feedback would be grateful just so i can get my own back this weekend. Cheers.
06-12-2003, 06:23 AM
#5
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i have a 3 door approx 350bhp and i love it BUT.dont tangle with a scoob.thay are lighter better handling better traction.they are easily modded so u never know unless they still have the pea shooter exhaust.i had a 350bhp p1 until thieves ransacked my house and it was awesome and u have to remember the cossie was and still is a great car but times change and a 100m runner of 15years ago wld not touch a 100m runner now.i am not slating a cossie as i now have one and allways wanted one but a scoob is a real perf machine....rest of it ie looks interior and to a certain extent reliability are shit...just check scoobynet for the amount of engines going pop 
07-12-2003, 05:57 PM
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My standard uk scoob did a timed 4.8 to 60 but after that a cossie would just reel it in and spit it out.
My cossies 2wd is 300 at the moment and my m8s P1 is 320 he says and once i have traction there is nothing in us.
My cossies 2wd is 300 at the moment and my m8s P1 is 320 he says and once i have traction there is nothing in us.
22-12-2003, 03:10 PM
#7
The answer to your question!! 0-60 times are hard to read unless you have a turbo timer that will help reat it, i have a three door running 333 bhp and it will out accelerate a evo 6 thats running a true 340 bhp, the top speed will be the same as you havent changed any gear ratios or diff's therefor no more speed. 0-60 on my litle baby is 4.3 seconds. hope this helps you. 
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22-12-2003, 08:22 PM
#8
Originally Posted by RossMcfadyen
The answer to your question!! 0-60 times are hard to read unless you have a turbo timer that will help reat it, i have a three door running 333 bhp and it will out accelerate a evo 6 thats running a true 340 bhp, the top speed will be the same as you havent changed any gear ratios or diff's therefor no more speed. 0-60 on my litle baby is 4.3 seconds. hope this helps you.
23-12-2003, 10:58 AM
#9
Originally Posted by RossMcfadyen
The answer to your question!! 0-60 times are hard to read unless you have a turbo timer that will help reat it, i have a three door running 333 bhp and it will out accelerate a evo 6 thats running a true 340 bhp, the top speed will be the same as you havent changed any gear ratios or diff's therefor no more speed. 0-60 on my litle baby is 4.3 seconds. hope this helps you.
hmmm sounds a bit quick for 333bhp, is it 4wd?
27-12-2003, 12:21 AM
#11
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dont get me wrong,but you can have to much power
well for 0 to 60's on a rwd standard setup car
i wouldn't be happy unless i got a 4 second 0 to 60
i lot of it is down to the driver
well for 0 to 60's on a rwd standard setup car
i wouldn't be happy unless i got a 4 second 0 to 60
i lot of it is down to the driver
01-01-2004, 12:59 PM
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Originally Posted by popeye
dont get me wrong,but you can have to much power
well for 0 to 60's on a rwd standard setup car
i wouldn't be happy unless i got a 14 second 0 to 60
i lot of it is down to the driver
well for 0 to 60's on a rwd standard setup car
i wouldn't be happy unless i got a 14 second 0 to 60
i lot of it is down to the driver
02-01-2004, 11:31 AM
#17
Originally Posted by ARMOURER
I keep hearing that a 205 block is only reliable for 300bhp is this right?
I run 350bhp on my 205, but i won't go any further without changing to a 200. The 205 is good for 350-400bhp, if you start testing top-speed you will blow it with 350, if you use your brain while driving you can run 400 on it.
05-01-2004, 11:07 AM
#19
Originally Posted by Phil
i ran 400 with my 205 block, they are fine as 2wd's dont have the grip to put the stress on an engine and twist it like a 4x4 does.
how can a block twist when it is not solid mounted to the chassis?
05-01-2004, 12:13 PM
#20
Too many posts.. I need a life!!
There are sideways forces on the cylinder walls which can cause the block to distort. These forces are greater with higher levels of grip.
HTH
HTH
05-01-2004, 09:41 PM
#24
yes i know that pistons wear the bore ovalbut that still has nothing to do with breaking a block with a twisting motion 
and the bores go oval due to the friction created by the pistons but this doesnt make blocks crack, that tends to be done beacause the walls simply cant contain the pressure that is inside them and ends up trying to launch the head which in turn wrenches on the head bolts putting large amounts of stress through the block
and the bores go oval due to the friction created by the pistons but this doesnt make blocks crack, that tends to be done beacause the walls simply cant contain the pressure that is inside them and ends up trying to launch the head which in turn wrenches on the head bolts putting large amounts of stress through the block
10-01-2004, 07:39 PM
#25
so you mean that shaking the engine side to side on transmission of power, up and down over bumps, dumping the clutch at7000rpm etc will have absolutely no effect on the sideways pressure put on those pistons revving their little pins off? OH!! 
10-01-2004, 09:46 PM
#26
um yes thats right!
The engine rocking is taken up by the soft rubber engine mounts, dumping ya clutch will put strain on the clutch, crank, box, dif etc but nothing to do with the block.
your on about the piston slap putting sideways pressure on the block but this is why ford changed the 4x4 pistons with off set gudgion pins to almost eliminate this problem.
revving the nuts off it is just putting stress on the internals such as crank, rods, and bolts.
The pistons just damage the block by general friction wear but they dont exert any great force onto it.
The engine rocking is taken up by the soft rubber engine mounts, dumping ya clutch will put strain on the clutch, crank, box, dif etc but nothing to do with the block.
your on about the piston slap putting sideways pressure on the block but this is why ford changed the 4x4 pistons with off set gudgion pins to almost eliminate this problem.
revving the nuts off it is just putting stress on the internals such as crank, rods, and bolts.
The pistons just damage the block by general friction wear but they dont exert any great force onto it.
11-01-2004, 12:26 AM
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The engine rocking is taken up by the soft rubber engine mounts, dumping ya clutch will put strain on the clutch, crank, box, dif etc but nothing to do with the block.
19-01-2004, 10:08 PM
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Originally Posted by darren.cudd
um the engine, but its the gearbox internals that get put under straign not the casing
What does that connect to? the cover.
Whats that connected to? the flywheel!
Part of the engine? YES.
Is the torque produced by the revolution of the engine transmitted through the crank shaft? YES
Whats that bolted to? THE BLOCK.
Does the block Twist? YES
What's the box bolted to? THE BLOCK
Are there twisting parts in the Gearbox? YES.
Do these create rotational Forces?YES
Are These forces transmitted to the case? YES
So what happens when these twist? they move in the mounting's
What happens if the mountings can move no further? something else has to give.
in the case of a block, when the mountings can move no further where are these twisting forces apllied? THE BLOCK and the GEARBOX casing.
Hope this can clear things up
PJay
19-01-2004, 10:40 PM
#31
Um have you ever heard of this wonderful invention called a bearing?
there really great, you see they can be used to mount a rotating component into a fixed component and they eliminate transmission of rotational forces from on to the other
Not guna argue any more chap but can I suggest that you go away and read a physics book or go and ask someone who knows what they are actually talking about!
I did! You should try it sometime
When you rev your engine it rocks on its mounts yes?, this is because the torque reaction makes the block rotate in the opposite direction to that of the crank yes?
But in order for it to twist the block like you are suggesting one end of the crank would need to be accelerating faster hence creating more torque or even rotating in the opposite direction than the other end.
Its the same as if you held a small cardboard box in both hands.
If you twist your hands in different directions it will subject the box to torsional stress, but if you twist your hands in the same direction the box still twists (just like an engine block) but both ends are twisting at the same rate, hence the block its self is not being subjected to torsional stress!
If your theory was correct then how come your diff casing doesnt split every time you dump the clutch? I mean youve got the prop and drive shafts spinning around inside it, surely thats guna twist the hell out of it! lol.
if you need more info i will give you the email address of some lecturers on my course who im sure would be more than happy to explain this to you! lol.
there really great, you see they can be used to mount a rotating component into a fixed component and they eliminate transmission of rotational forces from on to the other
Not guna argue any more chap but can I suggest that you go away and read a physics book or go and ask someone who knows what they are actually talking about!
I did! You should try it sometime
When you rev your engine it rocks on its mounts yes?, this is because the torque reaction makes the block rotate in the opposite direction to that of the crank yes?
But in order for it to twist the block like you are suggesting one end of the crank would need to be accelerating faster hence creating more torque or even rotating in the opposite direction than the other end.
Its the same as if you held a small cardboard box in both hands.
If you twist your hands in different directions it will subject the box to torsional stress, but if you twist your hands in the same direction the box still twists (just like an engine block) but both ends are twisting at the same rate, hence the block its self is not being subjected to torsional stress!
If your theory was correct then how come your diff casing doesnt split every time you dump the clutch? I mean youve got the prop and drive shafts spinning around inside it, surely thats guna twist the hell out of it! lol.
if you need more info i will give you the email address of some lecturers on my course who im sure would be more than happy to explain this to you! lol.
20-01-2004, 12:48 PM
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Um have you ever heard of this wonderful invention called a bearing?
there really great, you see they can be used to mount a rotating component into a fixed component and they eliminate transmission of rotational forces from on to the other
there really great, you see they can be used to mount a rotating component into a fixed component and they eliminate transmission of rotational forces from on to the other
When you rev your engine it rocks on its mounts yes?, this is because the torque reaction makes the block rotate in the opposite direction to that of the crank yes?
But in order for it to twist the block like you are suggesting one end of the crank would need to be accelerating faster hence creating more torque or even rotating in the opposite direction than the other end.
Its the same as if you held a small cardboard box in both hands.
If you twist your hands in different directions it will subject the box to torsional stress, but if you twist your hands in the same direction the box still twists (just like an engine block) but both ends are twisting at the same rate, hence the block its self is not being subjected to torsional stress!
But in order for it to twist the block like you are suggesting one end of the crank would need to be accelerating faster hence creating more torque or even rotating in the opposite direction than the other end.
Its the same as if you held a small cardboard box in both hands.
If you twist your hands in different directions it will subject the box to torsional stress, but if you twist your hands in the same direction the box still twists (just like an engine block) but both ends are twisting at the same rate, hence the block its self is not being subjected to torsional stress!
f your theory was correct then how come your diff casing doesnt split every time you dump the clutch? I mean youve got the prop and drive shafts spinning around inside it, surely thats guna twist the hell out of it! lol.
If you have a diff with indistructable gears and indistructable shafts that have guaranteed 100% traction attached to anotherwise indistructable drive train the yes the diff casing will break, why do you think they do a thick wall diff casing for the front diff on the escort cosworth, thats because it's renowned for breakin due to high TORQUE and often rips itself of the mountins as well du to ROTATIONAL FORCES inside the casing.
if you need more info i will give you the email address of some lecturers on my course who im sure would be more than happy to explain this to you! lol.
PJay
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