1988 Reliant Scimitar SS1 Ti

Excellent - and well beyond my talents of getting an engine to go quicker / be more responsive etc 

👏 Coming together nicely.

When you booking in with a trailer 😂

Boo!

OK to explain, the 6 month pause in progress on JPS is not unusual for me, unfortunately! I’m an electrician who works mainly for residential landlords doing testing, certification & repairs, but in the run up to summer I get busy with running refurbs on the student properties ready for the September move in’s. This year I was running 10 full hit refurbs between June & August and doing the electrics on another run by one of my clients. If you add into that a 2 week isolation, the normal workload, plus trying to remodel the ground floor of our home, and 1/2 a kitchen for Dad, this year the pause was longer than normal!

However, after spending a great day with Dad at the NEC last week, and meeting up with Sam (TooManyProjects) & Chris (GrumpyNortherner), some gentle comments about overdue updates on the forum were made & I may have committed myself to a deadline in spring next year while at the RSSOC stand. So with these comments in mind I reacquainted myself with JPS at the unit and tried to remember what I was doing when last there!

First job was to finish off fitting the front anti-roll bar mounts in their new position. The mounts are the standard Reliant (parts bin) items with poly bushes but I’ve swapped the standard anti-roll bar for the Chevette one because it’s about 100mm shorter in the arms but the same diameter in the bar. I had mounted it to the drop links and attached them to the lower wishbones in the standard position, which gave the location of the new mounting holes. Holes drilled, rivnuts inserted and all bolted up. BTW I did do quiet a bit of research on the forces that a rivnut is rated for and they should manage the forces involved comfortably.


The advantages of the shorter anti-roll bar (apart from the suspension gains) is that it clears a bit of space in the nose for the engine radiator (alloy VW Polo) and the charge cooler radiator below it. The alloy angle will have a couple of end plates welded on fo it can be mounted with bolts to the chassis rails and then a bit of bar to close in the sections I don’t need access to for the mounting bolts.



Template cut to fill in the sides with a couple of glass fibre panels, which will get bonded to the original shroud, the rest of the gaps being filled with close cell foam strips. More ducting will be used on the back side to keep the flow reasonable and encourage it out.



TTFN

That’s the plan Chris. 4 long days a week where possible with Fridays being car time.  
Weekends tend to be Dad’s Taxi,  finishing off little jobs around the house and accounts day.

The short story is that We don’t know yet Hugh!  

I’ve never seen a CA18ET run an 8 injector setup and all my mates are running big (and expensive) motorsport injectors, but the theory is that running 8x444cc injectors should give more control than running 4 big ones (and the 8 are a hell of a lot cheaper than the 4 motorsport injectors capable of anything like the same flow & control!)

The idea is that the inboard injectors (in the standard position) start off but as the boost & revs rise the outboard one come in.  The Emerald K3 ECU can run them all so time and the rolling road will tell if its been worth the work.  

The engine spec is good enough that I wont be stressing it too much with the light weight SS1 and it will only be running 300-350 bhp as the rear trailing arm suspension wont handle much more.