Mk III-T Final Notes

Fuel Injection System: Fabricated fuel rails, inlet plenum and injector mounts. Bosch high-pressure fuel pump, capable of pressures up to 70psi, feeds Lucas injectors, race prepared by RC, and controlled by an SDS Model E digital controller. This controller operates on data maps based on manifold pressure (MAP) and throttle position (TPS), with inputs for coolant and inlet air temps and RPM.

Ignition: Supplied by stock Honda ECU, since aftermarket systems were unable to handle the odd firing order of the 180 degree crank Honda engine. It drives 4 individual high-performance coils and high-tension leads (wire-core) to NGK spark plugs. This system has been trouble free at high boost levels. Initial timing has been retarded by 5 degrees by means of machining mounting locations on the spark pickup drum which is part of the starter drive gear inside the crankcase.

Cooling system: Water cooling is by VW Scirocco radiator, side mounted. Oil cooling is by large Setrab front-mounted air/oil cooler, supplemented by a water/oil cooler mounted in front of the engine on the rear of the cockpit bulkhead.

Oiling system: Stock oil pump, circulating through AN8 and rigid aluminum lines, and protected by an Accusump pressure accumulator mounted on the sidepod within reach of the driver.

Wheels: Revolution race cast aluminum S2000, 6” front and 8” rear.

Car weight: 775lb. with empty fuel tank, water and oil on board.

Future improvements: Some weight reduction would be possible, such as using lighter wheels, re-doing the body in carbon fibre, but probably 750lb is the practical lower limit for the car. Changing to a lighter power plant, such as the latest Honda or Kawasaki literbike engines might save another 15-20 lbs.

Some aerodynamic improvements may be possible through use of extractor/diffuser structures at rear.

Engine has only been run briefly at 20lb boost, and reliability has been excellent, with no mechanical failures. The engine design was planned for up to 30lb boost, certainly significantly more power is available. Considerable dyno time would be needed to watch for signs of detonation, and perhaps further ignition retard will be needed. It seems the original 190-195hp is within reach, and the car may be competitive against flat-bottom cars at that level. It does not seem likely that its design could be extended to compete with current ground-effects cars which have become the bulk of National-level DSR competition.