Seven with Suzuki G13B engine
Posted: October 28th, 2009, 11:14 am
Here is a little information about my Seven. It is recently registered for road use in Sweden. It is still in need of a paint job, but mechanically it is working fine. If you see anything below that you think is a less good solution that I ought to change please let me know.
I spent around a year doing research on car building, suspension design, suitable components and so on before I started the build. During that year I also did a model of the car in a 3d cad program, and I designed the suspension to get reasonable values for camber gain, track width change and roll centre movement. Below are some of the build pictures.
The Car is based on the Lotus Seven concept, but with a number of alterations.
The engine is a Suzuki Swift G13B engine with a Garrett GT2052 turbo. A Gearbox from a Suzuki Samurai is used. The Swift and the Samuri share the same engine block so the gearbox is bolt on using the Swift pressure plate and the Samurai clutch disk (gearbox splines differ). The diff is a Ford Sierra 3:92 with LSD. Driveshafts are Ford Scorpio. The Ford driveshaft splines miracuosly fit the CV joint in the OG Saab 900 front uprights which I use as rear uprights. The steering arm is used for toe in adjustment.
The whole drive line is moved 20mm to the right in the car (it is a left hand drive). This made it easier to get the right track width using two of the shorter Scorpio driveshafts instead of one long and one short as is normal. It also gives a little better right to left weight distribution.
Todays engine is equipped with a small turbo. It runs on stock internals with the stock CR of 10:1. It is dynoed to 150bhp 160Nm at 0.4 bar boost.
The setup is as below:
* G13B stock internals
* Dry sump with 2 stage Scavenge pump, home made oil pan and the stock engine oil pump used for pressure.
* Swift MKII intake and throttle body.
* Supra 315cc low Z injectors @3.2bar fuel pressure
* The ECU is an MSII V3 with the extra code (The distributor is removed from the engine).
* VR sensor on a 64-2 toothed disk on the crank.
* Wasted spark using 4 x VAG coil on plug ignitors.
* Boost control using a GM boost control solenoid.
* Innovate WBo2
* Toyota Celica ST165 Watercooled Intercooler
The plan for the winter is to change the following:
* MKII block with a MLS headgasket, or the standard gasket and block O-ringed
* Remanufactured head slightly ported. 0.5mm bigger valves (will work on standard seats with regrind). Bronze guides.
* Reground camshafts (1mm extra lift), adjustable cam gears
* ARP head studs
* ARP studs for main bearings and rods
* Forged pistons 8.5:1 or 9:1 compression
* Stock Rods crack tested and shotpeened or new H-beam forged ones (not decided yet).
* Stock crank
* Lighter flywheel
* New bearings and gaskets
* Full balance
* 440cc Supra injectors
I would like to get good off bost performance so I would like to lower CR to something in the 8.8:1 to 9:1 area.
Target is around 200 reliable BHP.
/Peter Bostrom
I spent around a year doing research on car building, suspension design, suitable components and so on before I started the build. During that year I also did a model of the car in a 3d cad program, and I designed the suspension to get reasonable values for camber gain, track width change and roll centre movement. Below are some of the build pictures.
The Car is based on the Lotus Seven concept, but with a number of alterations.
The engine is a Suzuki Swift G13B engine with a Garrett GT2052 turbo. A Gearbox from a Suzuki Samurai is used. The Swift and the Samuri share the same engine block so the gearbox is bolt on using the Swift pressure plate and the Samurai clutch disk (gearbox splines differ). The diff is a Ford Sierra 3:92 with LSD. Driveshafts are Ford Scorpio. The Ford driveshaft splines miracuosly fit the CV joint in the OG Saab 900 front uprights which I use as rear uprights. The steering arm is used for toe in adjustment.
The whole drive line is moved 20mm to the right in the car (it is a left hand drive). This made it easier to get the right track width using two of the shorter Scorpio driveshafts instead of one long and one short as is normal. It also gives a little better right to left weight distribution.
Todays engine is equipped with a small turbo. It runs on stock internals with the stock CR of 10:1. It is dynoed to 150bhp 160Nm at 0.4 bar boost.
The setup is as below:
* G13B stock internals
* Dry sump with 2 stage Scavenge pump, home made oil pan and the stock engine oil pump used for pressure.
* Swift MKII intake and throttle body.
* Supra 315cc low Z injectors @3.2bar fuel pressure
* The ECU is an MSII V3 with the extra code (The distributor is removed from the engine).
* VR sensor on a 64-2 toothed disk on the crank.
* Wasted spark using 4 x VAG coil on plug ignitors.
* Boost control using a GM boost control solenoid.
* Innovate WBo2
* Toyota Celica ST165 Watercooled Intercooler
The plan for the winter is to change the following:
* MKII block with a MLS headgasket, or the standard gasket and block O-ringed
* Remanufactured head slightly ported. 0.5mm bigger valves (will work on standard seats with regrind). Bronze guides.
* Reground camshafts (1mm extra lift), adjustable cam gears
* ARP head studs
* ARP studs for main bearings and rods
* Forged pistons 8.5:1 or 9:1 compression
* Stock Rods crack tested and shotpeened or new H-beam forged ones (not decided yet).
* Stock crank
* Lighter flywheel
* New bearings and gaskets
* Full balance
* 440cc Supra injectors
I would like to get good off bost performance so I would like to lower CR to something in the 8.8:1 to 9:1 area.
Target is around 200 reliable BHP.
/Peter Bostrom