Davies Craig EWP - preliminary results

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Heat sink and cavitation is a known major problem with K series injuns. An EWP that continues to run after engine switch off will help eliminate this.

Wot size EWP did yu get? 80, 90 or 120?
 
The Mad Hat Man said:
Heat sink and cavitation is a known major problem with K series injuns. An EWP that continues to run after engine switch off will help eliminate this.

Wot size EWP did yu get? 80, 90 or 120?
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Got the 80, no need for anything bigger it's got too much oomf as it is! From what I've read, K series is very vulnerable to heat soak danmage, probably due to the alloys used in the castings. The EWP runs on after a hot shutdown so it is a non issue now.
 
jamesmartin said:
no i dont i just keep an open mind ,your the one thats sure he knows
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I appreciate that you were just reminding us that there's no definitive answer to this, but we've got to go on best evidence and try every option available :).

I talked to DC, and they said what DD had already suggested - re-route the expansion tank feed hose so it's upstream of the pump. That cured the problem of coolant getting backed up in the tank and spilling out of the cap, but in solving it the temperature has less apparent stability. Not bad stability - it won't let the temp get above the half way mark and that's the critical thing.

I think the next solution will be to blank off part of that enormous "I'm going to tow a caravan across the Sahara" radiator - the pump just doesn't need that much radiator to do it's job I suspect. Could also fit a rad from a smaller Rover but I'll think carefully before doing that.
 
The Mad Hat Man said:
i thought it was, but thort i wud ask, in case it was a 120 :eek:.

have yu spoken to DC about yo prob?
found an interesting article on moving the thermostat to engine outlet side.....

Lotus Elise, Engine Tuning, King K
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I just read that from top to bottom - fascinating article! Sounds like the elises would have benefitted from the EWP quite considerably, especially on the track. But only AFTER the engine had been feckin built properly!!!

This just reaffirms my ambition to get hold of a well used K and rebuild it from the ground up some day. I wonder how I could get more low end torque out of it?

Anyway cheers for that mate! Much ammunition to educate the haters there :D.
 
WLJayne said:
I just read that from top to bottom - fascinating article! Sounds like the elises would have benefitted from the EWP quite considerably, especially on the track. But only AFTER the engine had been feckin built properly!!!

This just reaffirms my ambition to get hold of a well used K and rebuild it from the ground up some day. I wonder how I could get more low end torque out of it?

Anyway cheers for that mate! Much ammunition to educate the haters there :D.
Click to expand...

K Turbo:D
 
Wow that is good! Can you get the turbo by itself or is it better just to buy the whole thing? It would also need a different ECU or at least a remap I'm assuming? I also had a look at the Piper cams, they do make cams specifically designed for sprint/hill climb. I'd imagine those would be optimised for torque rather than top end power?
 
There will be extra sensors so ideally engine loom ECU complete! Problem is off road even more low down grunt would be better! Remap maybe?


DD
 
Pardon my ignince, but what exactly does a remap do? Surely it can't alter the timing, so presumably it alters things like mixture? But if it can be remapped for even more torque then that's got to be good!

One thing the bloke said in that article was that almost flush liners are preferable with only 1 or 2 thou proud like mine were. Also a well used head where all the quenching stresses have worked their way out, and then been re faced. So all good news.

Also, if we're tuning for low down torque then the standard Rover balancing tolerances should be fine, twas the tuners that were to blame for blowed up injuns in the elises as their machines weren't as sensitive as Rover's!!
 
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