Another project dreamed up during a cold, wet winter not driving:
Two sets of these GSXR 600 K3 throttle bodies:
An spare M20B25 intake manifold
A number of hours with a hack saw, angle grinder and piller drill on the lathe with a milling bit later:
And you get a nice manifold ready for some ali tubes to be welded on:
The manifold will slot right on being the mounting face of a stock intake as can be seen below:
The nice thing is that the provision for the oil return is already integrated to there’s not need to come up with a solution for that:
The stock fuel injection locations will be used, those on the GSXR will be plugged.
The GSXR individual throttles need spacing further out than that standard so some modification will be required to make this work. The K3’s have a second set of throttle butterflys controlled by the ECU, these will need removing and the extra holes plugging. The end piece as a TPS integrated. The diameter of the GSXR bodies is 38mm at the engine side, they are tapered and open up a bit more to the intake side. Based on recommendation be other ITB users on E30Zone I picked these over the lager bodies from the GSXR 1000, they are too big for the engine. The 600’s should be about right.
The plan is to use tubing to connect the throttles to the manifold so that its possible change the lengths and see what the does to the power!
Welcome to 2009 :o) I swear this year we’ll paint the car. Few other projects still on the cards such as exhaust valves, ITB’s adapted from a Suzuki GSXR 600, bonnet louvres and a bit of a change to the rear lines.
The exhaust on the car is a tad noisy when all 4 holes are open so we’ve been running around with one hole on each side plugged. We’ve been looking for a more elegant solution that would allow us to choose the volume.
The starting point, Vauxhall Omega V6 2.5 throttle body, nice and cheap on ebay for £5 !
After chopping the throttle body in half with a hack saw and removing excess bits with an angle grinder it was time to turn it down on the lathe.
This is how it will work in the exhaust.
Here’s one half down and the other half still with the rest of the metal on it.
Now both are cut out on the lathe.
Test fit with valves closed.
Hold drilled through exhaust tip, throttle body metal fitted in test fitted.
I can’t believe its been a year and 2300 miles already!
It’s been little turbulent in that time:
- Shortly after SVA pass we lost a wing stay (oops)
- During December a complete disaster with the lower wishbone.
- While off the road we completely rebuild the engine enlarging the capacity to 2.8ltrs.
- In March we finally got the new and improved parts to put the car back on the road, decided to get light weight Carbon fibre wings to avoid issues with the (albeit stronger wing stays).
- From then on it was a pretty uneventful summer with regards to mechanical issues.
- We visited a number of kit car and other cars shows which was great to finally have the car there rather than just looking at everyone else’s!
- Recently it pass its first MOT with one issue to sort out (handbrake cable loose), no problems with emissions on the rebuilt engine which was great.
The car is fun to drive now that it’s had most of its teething issues sorted out (still one or two such as the clutch and pedal box assembly need strengthening)
To come in 2009 a paint job (I know I keep saying it but I mean it this time)
It’s been a year since the MOT it passed today! No problems at all with emissions on the rebuilt engine.
Only one small problem, the hand brake cable had slipped out of one of these things:
The solution was to mill a hole in one side through to the centre bore that the cable sits in. We then welded the handbrake cable into the bolt – its not going anywhere now! Pictures to follow at some point.
We went on a bit a cross Europe drive which took us past Marinello which is Ferrari home turf. Took a few hours out to visit Gallaria Ferrari (Lambo, Alfa and Ducati were on holiday)
Lots and lots of F1 stuff and their main cars from the 70’s on wards. No really old stuff unfortunately.
Maybe next year we’ll take the Sportster!
One of many F1 engines to drool over:
The only hints of the old cars:
A fuel filler
An F430, one of the car that makes on to list of ones I’d like to own!
This is the oldest car I could find a 125 8 from 1947
Various prototype cars
Even the toilets are filled with engines here:
More F1 engines!
Enzo with engine:
Next more important questions, where do I get one of these and will it fit in the Sportster
A test car doing the rounds outside the factory
Full set of images is on the website: http://www.msportster.co.uk/detail.asp?cat=24&offset=0
Big thank you to Paul "Millie Marlin" Carey for inviting us to the 50th Anniversary of IBM Hursley.
Part of the day was a car show from the member of the Hursley Motor Club, they invite Marlin Owners Club member to join their show. We went along with our Sportster and the BMW 840Ci.
There were 6 Marlins there from the Marlin Owners Club as well as a wide variety of cars from classics to much newer cars each and everyone was a really nice car.
It was a great day out with all sorts going on and a Spitfire fly over / display:
A small collection of Marlins
Our Sportser parked up next to Millie Marlin
After 14:00 it got really busy, I spoke to a lot of people today!
One of many stunning classics
BMW M3 CSL – one for the dream garage!
The BMW 840Ci Sport
What seemed like a big fan is actually quite small!
They’ve done a nice job on the welding, here the inlet and small pipe back to the header tank.
Drain plug, will be useful for drain the system. We will no longer need to take a hose off to drain it.
Mounted in the car.
The oil cooler needed relocated and the oil pipes running round the front of the chassis cross member.
This time we’ve mounted the oil cooler so it looks like it is sitting in the middle of hole at the front. It’s actually off to one side slightly in relatation to the chassis.
Here you can see the 90 degree oil unions in place, these allow the pipe to take a sharp turn around the chassis cross member.
The fit is very very tight, so tight that the top corners of the rad got a little make over with a bodywork hammer. The rad now just clears the cone when it is installed on the car.
The new pipe assembly now mirror the donor car. The top pipe has a joiner and the small pipe that take any trapped air away is now attached to the radiator.
A much cleaner look. The small pipe is just long long enough to fit in the new location.