Jez @ H-Dev

A friend and I have started a new business - we're offering training courses in engine mapping and setup. The intro course is a great way to get a better understanding of how modern engine management works and will prepare you well for more advanced mapping courses. Check out http://www.emacademy.co.uk for more info

I think it'd be awesome. I'm having a bit of a dilema though - I'd like to do a V8 conversion on a personal level, but not sure if it'd benefit the business. I'd probably be better off promoting super charger kits and conversions or vq engine rebuilds.

I can get a set to you for Wednesday - give us a call or

Please do - I'm sure we can help

Yes - won't be soon though - the whole process is taking a lot longer than we expected...

Yeah 309bhp on the DE engine - I think it's the highest powered DE I've mapped so far - no idea why, theres nothing special about it as far as I can tell. I'm hoping to be able to get the Busa drivable using the ECUs DBW throttle control and integrated traction control. Setting it all up is going to be interesting!

I think they're around that price - I've not had a proper look yet. 600bhp+ on a TT build would probably be more expensive - I've not done any accurate sums yet.... What about a TT LS7 ??

It is going to be insane. Should get it running in the next week or so. Can't wait to have a drive

The customer chose the engine swap - the SR is becoming very popular in older cars as its fairly light weight, you can get 300bhp with no real problem and if you want more it doesn't cost the earth. We had a mint Mk2 Escort in a while back, again with an SR:

I'd agree with Danny. I was thinking of going TT, but to do it justice I'd like to see at least 600bhp - which is expensive to do properly with reliable results. Value for money super charging is the way to go, but you'll be limited to around the 400bhp mark. Another option I'm considering is fitting a V8. An LS7 will do 600bhp with a cam and a map and will be cheaper than a proper TT build...

Sorry for the lack of involvement on the forum recently - we've been very busy at the workshop. We've had a few interesting projects on the go, including a 1975 Alfa with a Nissan SR engine, a Westfield also with an SR. We're also involved in a MK Indy (similar to a Westfield) project with a turbo charged Hayabusa engine. This car is going to be nuts. It's been built by a good friend on mine and we're installing a high end S8 Syvecs ECU. We're currently producing the engine loom - its a bit more involved than usual as we're running some fancy features such a drive by wire throttle (using a 350Z throttle body) and as the engine has a motorbike dog box we'll be able to use shift cut and auto blip when changing gear on the paddles We hope to get over 1000bhp per ton from this - the car weighs 504kg and the engine should produce over 500bhp. Heres some pics: No one would ever know... Until you see the GT3076 turbo! Custom made inlet plenum, exhaust manifold and exhaust system: 350Z work is still going well. Our own car has been tuned to 309bhp with our engine package (H-Dev plenum spacer, H-Dev de-cats and uprev remap), we fitted a set of SuperPro bushes, Racing Logic coilovers and have managed to get around 50-60kg out of the car just from striping the rear interior and fitting bucket seats. Heres a couple of vids of me on track: Chasing an Ariel Atom around Goodwood Going a bit too fast into Old Hairpin at Donnington On track at Cadwell: My next decision with our 350 is whether to build a turbo engine for it (the rings are on their way out and it's burning oil) or install a V8... We are working on some high flow cats for the 350Z. We've had the first prototypes back and they fit but they dont fit properly. The next version should fit perfectly and allow good performance gains without the hassle of swapping parts come MOT time. 200cpi: They're a bit too low - this will be sorted in the next verion: Going to be great when the design is finalised: We're also getting more and more products and services listed on our web site: http://www.h-dev.co.uk If theres anything you'd like us to help with, service or product wise, just let me know. You can see more of our work here: http://www.facebook.com/horshamdevelopments Hopefully I can get more involved in the club over in the future - I need to make it to more meets.

Thanks for the plug We can supply and fit Scorpion or Miltek along with Berks high flow cats or our own de-cat pipes and remap to suit. If you go for a package we can often do a good discount too. Drop me a pm or give us a call to discuss

Anyone got the plug that fits onto the 350Z throttle? I need one for a turbo Hayabusa project we're working on

No, 66mm: http://www.h-dev.co.uk/product_info.php ... s_id=25363

Not sure if they'll fit - the centre bore should be 66mm

Thanks for the kind words. Glad you're pleased with the improvements

Yeah

Tesco 99 and V-Power are the best. 95 RON isn't recommended as the engine is more likely to knock / detonate.

Great - they're in stock ready to go

I've not done any power tests between ours and Japspeed, but I'd imagine they're pretty much the same. I'd recommend going for silenced pipes, the non-silenced are pretty raspy.

They're fairly easy to fit - the exhaust manifold end can be the fiddliest - 2 of the nuts can be undone from underneath the car with the 3rd being easiest to undo from above with a long ratchet extension. O2 extenders just screw into the pipes and then the sensor screw into the extenders

We should be able to help. We've got O2 sensors in stock too Give me a call / pm if you'd like to chat about it.

Dyno losses aren't simple. You have a few things that sap energy from the hubs and tyres: Gearbox Prop shaft Diff Drive shafts Tyres The prop shaft and drive shafts absorb pretty much no energy - theres only the joints that have low friction and low energy absorbtion. The gearbox absorbs some engery - mainly through oil churning (which would be a loss mainly based on rpm - i.e. as rpm rises so does the energy absorbed, but load increase doesn't make much difference) and some friction (this would be a small loss that increases with load and rpm) Tyres absorb a fair amount of energy - the amount they absorb would rise with rpm and load. Mainly because the faster the tyre turns on the roller the more energy they turn to heat and the more load you have the more they'll deform and turn energy to heat. So, having a fixed percentage loss for hubs / wheel figure is pretty meaningless unless you're talking about very similar conditions (roughly the same power output, wheel speed, engine rpm etc etc) If you assumed a 15% loss on a 1000bhp engine you'd be dumping 150bhp of energy into the drive train - it'd get so hot things would melt - 150bhp is about 100kw. Thats about 40 kettles worth of energy heating things up. And another thing - the whole 4wd cars lose loads of power through the drive train. Well, they'd lose a little bit more but the main loss is through the tyres. And with a 2wd car on a 2wd dyno you're only turning 2 wheels. In real life you'd have losses from all 4 wheels, driven or not. The difference is that a 4wd car has all four tyres absorbing energy from the measured power figures, 2wd drive cars on a dyno are only losing power from 2 wheels.

Good to meet you Bry - glad you're pleased with the results Docwra - hope to see you soon.

Damn! I'm too slow - I need some 888s.