RE: [DMCForum] Re: John Lane's PRV

["Dave Stragand" <dave.stragand@xxxxxxxxxxxxxxx>]

A huge portion of those numbers though is John's work.  As a DIY'er, I will
cut that nearly in half, but granted, it will be expensive.  I know that to
get that kind of power is going to be quite, quite expensive.  I do have an
advantage already having the turbos though, and that's where most of the
power comes from.
 
Just rough estimates though... Let's say that a D makes 140 HP.  Add in some
good head & manifold porting/polishing/smoothing, and that will jump the
output of a normally aspirated engine about 35% (189hp). Increase the bore
size by 7% (3.0 cylinders), and you are at 202hp.  That's where it gets
interesting with the turbos.  At a medium 7 pounds of boost, the output
would be roughly 50% more, or 300hp.  At 15psi, it would be roughly 400hp.
That's all assuming that the lower end can handle that kind of power -- NO
ONE SHOULD TRY THAT WITH A STOCK MOTOR.  As Marc said, that would equal 'pop
goes the engine'.  However, with a modified engine capabale of routinely and
solidly handling that power with no ill effects, fun things can be done.
 
Now, assuming I go with an odd-fire setup, with Eagle heads and cylinders,
custom rods and pistons, liquid-to-air intercooler, D intake, J&S ignition,
and a Porsche 3.0 liter fuel system capable of the correct enrichment under
boost, I should be able to do it for under $5k without a problem.  Remember
though, I already have a twin-turbo setup and a J&S unit -- if you didn't
have that, you would add $7500+ to the costs.
 
But let's say that I go with an even-fire setup, which John has stated will
make the most power.  Scratch my J&S, which is set up only for odd-fire.
That means I would need something electronic to handle the correct spark
curve.  Enter the TEC3, and exit $3000.  Since I would need something like
that for the spark anyway, may as well use the EFI in the unit for the fuel.
It allows incredibly easy tuning changes to the fuel and spark curve.  I can
use the Eagle intake and Volvo throttle body for yet more power, OR, a
drilled-and-tapped D manifold set up to take the new fuel injectors.  Either
of those setups could yield 500+ hp at the rear wheels.
 
Given that either one of these setups would blow the UN1 to bits, I may as
well rebuild it to Lotus specs in advance instead of after it explodes.  Add
the new differential ($1300), custom clutch ($500), new fifth gear ($300),
new ring gear ($200) and new input shaft ($250 - $500) and the costs again
are substantial.  I would also have new driveshafts made with heavier
universals ($400) to boot.
 
Yes, it's a crazy amount of money compared to swapping in another engine.
The Esprit engine might even be cheaper.  However, I would be doing it more
for the "I can't believe you got that to work" factor/insanity that is
something that Rich W, Rick Gendreau and I all share.
 
Hey, have you spoken to Dave Harvey, the New Zealand guy who makes GT40
parts?  He sells the upgraded input shaft for $250 -- might be worth
investigating as an item you could sell as well.

-----Original Message-----
From: tmpintnl@xxxxxxxxx [mailto:tmpintnl@xxxxxxxxx] 
Sent: Wednesday, January 19, 2005 2:03 AM
To: DMCForum@xxxxxxxxxxxxxxx
Subject: [DMCForum] Re: John Lane's PRV



Dave - John Lane is local to us up here in the flood plain that used 
to be called the Pacific Northwest.  His hopped-up Volvo is a full-
on rally car, complete with roll cage and all the race trappings.  A 
couple of people from here have ridden with him in that car, and say 
that it has "power to spare".  I have not been fortunate enough to 
take a ride in it.  Although I have no relevant information on the 
money that he has in that motor, he did a couple of "conversions" on 
local cars that we can use as a gauge of sorts.  One car had an 
Eagle Premier conversion with Electromotive FI and distributorless 
ignition, and I belive that it cost around $10K in the final 
analysis.  This was the car that twisted off its input coupler, and 
caused me to make that stronger version.  It makes just over 200HP I 
believe.  The other car was a partial conversion, where he used an 
Eagle Premier block and lower end, and used DeLorean upper end with 
stock FI and ignition.  The car is moderately more powerful, but not 
*really* significant.  The cost for the engine work was over that 
$5K mark, although I don't know the exact figures because it was in 
the midst of a bunch of other work.  These both were "shop bills" as 
the cars were in the shop that John works for.

Toby Peterson



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