Just Commodores Forum Community

It takes just a moment to join our fantastic community

Register

I wanna de-stroke a 3.8

Discussion in 'V6 Development And Modification' started by Dr Goggles, May 25, 2010.

  1. Dr Goggles

    Dr Goggles New Member

    Messages:
    109
    Likes Received:
    0
    Trophy Points:
    0
    Joined:
    May 25, 2010
    Members Ride:
    V6 Salt lakester
    Hi Guys, I'm new here....I come in peace, not necessarily bearing gifts but maybe just a few good stories.....Ive always been a Holden guy.
    We run a Bellytank lakester in the Dry Lake Racers of Australia and may be able to lay claim to Australia's fastest Commodore V6 motor , this March just gone I did 310klm/hr or 193mph at Lake Gairdner in Sth Aus.
    [​IMG]

    It took us five years to build, we built just about every single piece in my little garage with bugger all , but it ain't no show car.....it's just a really big go-kart with great aerodynamics and a super-rigid frame.For instance I made this twin TB manifold...

    [​IMG]

    The first year out we ran 160mph with a VP motor, a shortened Aussie 4 speed and a 2.77LSD out of an XE 6, the donk had done 330,000k's out of a one owner Berlina.This years motor was Scott Taylor's old "Turbo VN" bottom end with the heads we'd used the year before and a fairly long duration cam. The lifters started pumping/collapsing at about 6275, that translated to 195 mph top speed the best average mile was 193. I've just bought some stage three heads done by Trick and Mansweto which we'll get some solids to run. We've also got a US 10 bolt rear end with a Torsen centre coming which will allow us to go down through2.73,2.56,2.41,2.28 and 2.14:1 ring and pinion sets but my suspicion is we'll never get past 2.41:1.

    The year after next we'll go to an Eaton blower that we have, by that stage we hope to be up in the 225-230mph range.

    We run in E class which is 3.0 to 4.3 litre. When we get up beyond 220mph we'll be hitting the affordable limit for us.....so....here's my question.

    I'm thinking about de-stroking a 3.8 to under 3 litres. What I need to start my research is a good blueprint of the early cranks the VN and the VP with accurate measurements. If anyone knows where I can find one it would be much appreciated.

    Thanks guys, I look forward to my time here and any help I can get to knock this over.
     
  2. ephect

    ephect Donating Member

    Messages:
    4,840
    Likes Received:
    1,083
    Trophy Points:
    113
    Joined:
    Jul 27, 2006
    Location:
    Melbourne
    Members Ride:
    VS Acclaim V6
    wow thats quite impressive.

    any engine specs and setup that you can divugle?

    in regards to de-stroking, the only option i can think of is cylinder sleaves and smaller pistons, which would all have to be custom. that would be the best option, allowing you to use the same crank you may have to get heads to suit made.
     
  3. Dr Goggles

    Dr Goggles New Member

    Messages:
    109
    Likes Received:
    0
    Trophy Points:
    0
    Joined:
    May 25, 2010
    Members Ride:
    V6 Salt lakester
    piston speed

    Na , dropping the bore ain't it...a shorter stroke gives us lower piston speed, less rod angle ,less rotating mass and a lower swept distance which all mean more efficient higher revs...expensive, some would say pointless but for what we're doing making power at maximum revs is what it's all about .

    ......As a friend in the US who has run 300mph says..."in landspeed , he who fires his sparkplugs the most times wins"

    This years motor had a Wade 1365a, the twin throttle body high rise manifold, 9.6:1 comp, ACL pistons , deleted balance shaft, balanced crank, billet flywheel, heavy crow springs, a port job and our own headers. We got a couple versions of the chip..a "burnout" version and one that Jason Clark mapped for us based on the motor specs...we didn't have time to dyno the car this year.
     
  4. Not_An_Abba_Fan

    Not_An_Abba_Fan Exhaust Guru

    Messages:
    13,813
    Likes Received:
    422
    Trophy Points:
    83
    Joined:
    Aug 18, 2006
    Location:
    Bunbury, WA
    Members Ride:
    Strange Rover
    Balance the whole rotating mass as one unit, remove as much material from the crank and pistons as you can to make them lighter, but having a perfectly balanced setup is the key. Lightened flywheel, balanced tail shaft, even the gearbox.

    Solid lifters and roller rockers may help to give you higher revs too.
     
  5. immortality

    immortality Home of the smoky breakfast Bacon! Staff Member

    Messages:
    14,819
    Likes Received:
    2,849
    Trophy Points:
    113
    Joined:
    Apr 15, 2006
    Location:
    Sth Auck, NZ
    Members Ride:
    HSV VS Senator, VX s2 Calais S/C
    they produced a 3.0 liter version of the V6 for the US market in the 80's check here for info Buick V6 engine - Wikipedia, the free encyclopedia

    there are guys turning the V6 engine to 7000rpm so with a decent solid setup you should still have more revs from it
     
  6. Dr Goggles

    Dr Goggles New Member

    Messages:
    109
    Likes Received:
    0
    Trophy Points:
    0
    Joined:
    May 25, 2010
    Members Ride:
    V6 Salt lakester
    solid Bro

    The flywheel ain't that important because we don't need fast response and the revs are building slowly, but you're right , a lot of energy is lost by minor balance imperfections at high revs. We only have a two inch tail-shaft.

    We want to use the same block architecture, the 3.0 was a pretty different motor from what I can see, might be wrong. It's so we can use the same heads.

    People are always trying to get bigger flowing heads , to make more power.If you put your heads on a smaller motor in effect you're doing the same thing, not more power ...but more than what you had. We are interested in going DOWN a class, that means below 3 litres but hoping to use everything we have developed for the 3.8 and then de-stroking to give us the associated benefits. It is very uncommon because it has little to do with what people are usually chasing.

    A guy who has been a lot of help to us in the past who ran Buicks in the states has done a similar thing.....his first example was whehj he built motors for don Vesco's Kawasaki powered streamliner in the seventies, he used everything from the 1000cc motor except the crank and rods which he got from the 750, then built the motor to sit under the 750 class limit, "made alot more power than their( Kawasaki's) 750" he said, and true, it set records.... The other thing he had a thing for was not getting carried away with comp in REALLY hi-revving motors.

    In it's previous incarnation Scott Taylor turned this motor over 7 many times on the quarter, this year we had a pissy valve train ........it's a case of step by step..

    Got 'em, just need to get a proper solid profile cam to go with 'em....


    So, anyone wanna buy a Wade 1365a camshaft that's only done about 30miles?
     
  7. delcowizzid

    delcowizzid on holiday

    Messages:
    6,892
    Likes Received:
    367
    Trophy Points:
    83
    Joined:
    Jul 8, 2008
    Location:
    NZ
    Members Ride:
    в∞ѕтεכ √&
    there are a few different balance specs for the v6 depending on its use somewhere around 36% on the street, 50% with solid mounts ,and for high rev applications theres an overbalance of around 67% to open up topend.i thought the us guys had a 3.0 like immortality was saying based on the same form of block i see maybe swapping the crank out into the 3.8 if its a destroked version or if you want to destroke a factory crank use the usa oddfire crank which has shared journals for 2 rods at a time so meat can be removed to destroke them
     
  8. Deltak

    Deltak Donating Member

    Messages:
    95
    Likes Received:
    0
    Trophy Points:
    6
    Joined:
    Apr 12, 2007
    Location:
    Sydney
    Members Ride:
    VZ Executive
    Hi The Yanks made 3.0 liter version of the Buick V6 as detailed below.

    "A small 3.0 L (181 in³) version of the Buick V6 was produced for GM's 1980s front-wheel drive cars. Introduced in 1982, it was a lower deck version of the 3.8 designed for transverse application in the new GM A platform cars such as the Buick Century and Oldsmobile Cutlass Ciera. It shared the same bore size as its larger sibling, but featured a smaller stroke of 2.66 in (67.56 mm). Introduced with a Rochester E2ME 2-bbl carburetor, it later received multipoint fuel injection.

    Year Horsepower Torque Fuel System Compression Ratio VIN Code Applications
    1982-83 110 hp (82 kW) @ 4800 rpm 145 lb·ft (197 N·m) @ 2000 rpm 2-BBL 8.45:1 E 1
    1984-85 110 hp (82 kW) @ 4800 rpm 145 lb·ft (197 N·m) @ 2600 rpm 2-BBL 8.4:1 E 1
    1985-88 125 hp (93 kW) @ 4900 rpm 150 lb·ft (203 N·m) @ 2400 rpm MPFI 9.0:1 L 2
    Legend

    1 - 1982-85 Buick Century, 1982-85 Oldsmobile Cutlass Ciera
    2 - 1985-87 Buick Somerset, 1986-88 Buick Skylark, 1985-88 Oldsmobile Cutlass Calais, 1986 Oldsmobile Delta 88, 1985-87 Pontiac Grand Am
    (Wikipedia)"

    You could use the 3.0 l crank from one of these and just use longer conrods to bring the piston speed down.

    Just a thought.
     
  9. Dr Goggles

    Dr Goggles New Member

    Messages:
    109
    Likes Received:
    0
    Trophy Points:
    0
    Joined:
    May 25, 2010
    Members Ride:
    V6 Salt lakester
    yup

    That's more like it, I found this out a week or so back, we'll go for one of those 181ci cranks the class capacity break is at 183ci.......I'm starting a search on US eBay and the HAMB.

    On another front I spoke to Mick at YT today and have decided to go with some LS1 style rockers , we need adjustables to cope with the solid lifters , we're going with a Wade 1644 cam too.

    There's another little feature on our car in the upcoming edition of Fuel mag...

    http://www.fuelzine.com/issue-04
     
    Last edited: Jun 27, 2010
  10. immortality

    immortality Home of the smoky breakfast Bacon! Staff Member

    Messages:
    14,819
    Likes Received:
    2,849
    Trophy Points:
    113
    Joined:
    Apr 15, 2006
    Location:
    Sth Auck, NZ
    Members Ride:
    HSV VS Senator, VX s2 Calais S/C
    just saw a artilce about the salt racers and this car in the latest Street Machine mag :thumbsup:

    how much you want for the wade cam? profile doesn't suit me but it might for a re-grind :D
     
  11. Dr Goggles

    Dr Goggles New Member

    Messages:
    109
    Likes Received:
    0
    Trophy Points:
    0
    Joined:
    May 25, 2010
    Members Ride:
    V6 Salt lakester
    Me mum don't read car mags but.

    There's another shot of it in Cruzin too...... looks pretty glam, but you should see it in my shed at the mo... looks pretty sad, half dismantled, covered in crap, salt starting the rust, not glam.

    ...this morning I put a new drivers window reg in the VT wagon...THAT job made me feel like a complete cretin, I had to go inside for a "sit down" half way through. The forum saved me, do you think I could work out how to get the lock button off... lucky I can tie my shoe laces ......
     
  12. immortality

    immortality Home of the smoky breakfast Bacon! Staff Member

    Messages:
    14,819
    Likes Received:
    2,849
    Trophy Points:
    113
    Joined:
    Apr 15, 2006
    Location:
    Sth Auck, NZ
    Members Ride:
    HSV VS Senator, VX s2 Calais S/C
    LOL, those snipped buttons are ace...until you need to remove em. i have a nice little pick that i use to remove O rings that works real good on em :)

    plenty of folks here that will help when you have a problem but by the looks of things you seem to get by as is
     
  13. nate-vy

    nate-vy New Member

    Messages:
    139
    Likes Received:
    4
    Trophy Points:
    0
    Joined:
    Jul 1, 2009
    Members Ride:
    blown vy v8 ute
    very impressive mate
     
  14. Dr Goggles

    Dr Goggles New Member

    Messages:
    109
    Likes Received:
    0
    Trophy Points:
    0
    Joined:
    May 25, 2010
    Members Ride:
    V6 Salt lakester
    2010 Speedweek

    Here's the story of the cars run at Speedweek March this year, and then some photo's....

    I drive straight out onto the Lake to claim a pit , laying out a tarp and dropping most of the tools and stuff off , a very very strong southerly wind is blowing. I head back up to the lakeside camp and we set up the "Casa del Canvas". Pete and Frank arrive with the Troopy and we send them down to the Lake to drop the trailer, Pete looked real tired , we owe him the world for towing our car these last two years, Pete decides to camp down the end of the campground with a view of the lake while we for some reason are in the boonies, our site at least was flat. We've barely eaten but after the massive meal we'd had the night before it wasn't surprising...we fixed a couple of gin and tonics, it started to spit.

    It was a cold , blowey, and yes ....wet night....estimates of between a half and an inch of rain ....exactly what had happened last year, the sun rose with doom and gloom on the UHF, the Lake, was closed. At least this year we had the car in the pits. We walked down to the Lake and out to the pits which thankfully were a good mile and a half closer to the shore than usual, the stream which runs around the southern shoreline was flowing fairly quickly to the east but there was between one and two inches of depth and it was at least a quarter mile wide. When we got out to the pits we found there was a quarter of an inch covering the whole area, visibly flowing south east toward the shore and the stream, it was miserable. We opened up the trailer and got the car out and started getting organised.........the wind was blowing , the air was warm and the sun was starting to peak out, this was going to get better, the salt was rock hard, it might have had a covering of water but it was like concrete. There were already quite a few spectators walking out to the pits and taking photos and asking questions....we need to build a little box with a button and speaker because my jaw got sore telling people about the car, I reckon i told fifty separate people what we'd done to the motor in about an hour, always ending with " I'd better get on with it". We buttoned the car up , made everything weather tight and headed to the canteen.....we were in the middle of nowhere, out of contact with a bit of time on our hands and there on the hill was a little shack that sold food and beer......it was time to let our hair down a bit...truth is we were stuffed, I think we hit the wall at about 10pm and bedded down.

    Monday morning was a better deal again, the air was dry, the clouds were gone .....we walked out to the pits and the surface layer of water was gone, the stream was only half as wide, this was going to happen. We set up the shade and the annex on the trailer and did all the fit up in the cart, the seat, computer and harness, did the "wheel alignment" mentioned above , polished the screen and got the car ready for scrutineering....there were mixed message about when this would happen so the last thing we did before walking off the lake was to push the tank into the line for tech, we were number four.

    I got up at 6am and went for a shower, they are cold , and it was....I yipped as the water hit me...there was an old bloke laughing in one of the cans.." you're a braver man than me Gunga Din" I got on the push-bike and rode down to the pits, yep they were gonna start scrut'. I got the suit , helmet and log-book and unbuttoned the necessaries on the car. The Rev arrived just as Gaz finished . He picked us on a few things. We don't have a master kill on the extinguisher system to take out the hot side of the battery, he wanted more drainage holes in the bodywork, he picked a few bits of wiring that could be better protected , they will all be rectified for next year.

    I left the tank sitting near tech until Rod Hadfield came over and asked me" how long are you gonna leave that there for James?"......I was pretty keen on being right on the spot when they opened marshalling.....we pushed her back to the pit about a quarter of a mile away and then hung around trying to work out how to swing it. The drivers' meeting was confirmed for 3pm, to be followed by the track drive....before the drivers meeting we rolled the car back near tech, the moment it finished we pushed to the marshalling point, we were fourth in line.....we went on the track drive with Simon Davidson photographer from Street Machine , he's a great bloke even if he is from Sydney and drives a Ford.

    We get back from the track drive and it's all systems go. Its four o'clock as I drive straight into the crunchies from marshalling and everyone else drives around me...just like last year..this is the first proper drive I've had with the new motor...we elected to steer clear off the test track as it looked even rougher than last year, and I couldn't see then so we skipped it. The graded areas were rougher than last year we think because the salt was so much harder, another factor was that rather than using the club's old Dodge truck much of the work was done by tractors and some believe that the towing speed may have been too high giving a less satisfactory result.

    So, here I am at the start line area for the second year. Last year the car ran 160 odd and felt like it was on hotmix and required almost zero steering input, we had a new motor ...I was itching to go. There was a succession of minor hitches with the clocks, then the first guy off the line was an altered 125, who stated he would be running a record, well, he ran the long track and they couldn't find him.......Speedweek 2010 was on.

    I sat suited and belted in the car for nearly an hour, I'd had a small bowl of cereal and nowhere near enough to drink since dawn....I was feeling impatient....it turned out we were to run eighth.

    With a rolling push from a few guys I took off and the car felt strong, but I hadn't got my posi right ...the change to the seat base meant I was sitting lower....I shifted into third and was getting hammered while struggling to get a good view AND keep my helmet off the cage. The track felt rough and the cross wind was strong.

    The start line had been moved because of the wet to where it was only about 1 and a quarter mile to the quarter trap. The two mile mark was coming at me when I checked the GPS, this was a 175mph license and 'chute pass , I was pulling 138....at that moment I hit a patch of track that threw the car and caused me to back off momentarily, I got back into it and was immediately hit by a gust that pushed me from close to the right side of the track to hard on the left, once again I backed off , when I stepped on it the rear end broke loose causing me to back off....as I hit the first clock I glance down to see I was doing 155, I left the quarter at 165 and pulled the 'chute. It hit hard and as a consequence I clutched and hit the throttle at the same time giving her an over rev. I pulled off at the four mile worried that I hadn't made the cut.....I stopped about a mile off the track and waited for the Troopy.....the return roads were rough and the cones were scarce making it difficult to drive back unaccompanied and also for the first time there was a second track and I didn't want to risk the possibility of getting lost near the end of it. I followed the Troopy back going over the run in my head....while I was driving I kept hearing what I thought was a clatter from the motor, and then I began to notice that she was feeling unresponsive, nothing at part throttle and then blast off, it made it a real handful. We took it straight back to marshalling, I rolled the last few hundred yards, the Colonel was there...." how did it go?"...."there's something wrong" I said, "it doesn't feel right, i may have hurt it"......we fire her up and it's running on five, there is a clatter, after about ten seconds the Colonel kills it with a wry grin on his face and points at the left rocker cover and says "yep, there's something wrong, there, I can see a push-rod hitting the cover"............They announce that marshalling in closing so our number is taken and we roll back to the pit. On the way the Colonel says to me...." so, you've got that spare rocker gear with you?"....truth was when I elected not to bring the spare bottom end and a spare head the parts that I had with them were left behind too.

    We waited with baited breath as the first cover came off. There was the rocker sitting there , a tiny bit of swarf but nothing else...the bolt had simply backed out. Seems the Colonel had undertorqued them. We checked the push-rod for true and did it all up again, then the other side. What a relief that was.

    We hit the canteen , when people asked I confessed that I was disappointed, that I had been in a bad frame of mind, that I was impatient and that I had a bit of brain fade for the first fifteen seconds of my run. We had a great feed of roast chicken( no JN ,much better than it used to be) knocked over a few beers and had another early night, a camp near us kicked on til really late but we were in race mode.

    As we were going to sleep the Rev said ....." fourth gear is forward right?", .."yeah, fourth is forward".........Come Wednesday morning we were up at sparrows and down to the lake .In the pit we checked the basics and rolled her up to marshalling. As usual the Rev was everywhere but hanging around the car , I got him belted in, with the general adjustment of the harness better than we'd had it the day before with the catch centered better for the slightly lower seating posi. I stressed to him that he needed to "get into it early"....I didn't listen as he left the line, I raced back to take the Troopy......due to a change of arrangement at the last minute there was no way to avoid driving through the pits on the way to the return road...When we got down there the Colonel was waiting , " I think he broke it, he only pulled a hundred" ....we found him at the end of the GPS track, lost on the crunchies....he was very dull..." i put it in fourth, by the time I realised what I'd done it was too late so I got out of it and rolled through" he was shattered , I felt his pain.....we'd both driven three shades of shithouse and our pretty little car with it's new motor wasn't looking so great....... We went straight back to marshalling

    As I sat at the start-line area I thought hard about what had gone wrong on my first run and what I had to do to. I had just scraped in on my 175 license so at least I could use the long track now....The seat felt better and I moved my head around trying to find a sweet spot off the roll bar padding and the head rest, most importantly I decided that I had to concentrate on staying in it, that I had to steer out of any wind effect and NOT back off, the peakier motor and no suspension mean that squirting the throttle means wheelspin and an unsettled ride.

    I left the line and was on it from the get go, the car pulled very strongly and I made the gear changes cleanly.....this time I was over 170 when I left the quarter and the car was pulling well with the speed increasing evenly. I passed the five mile and the GPS read 193, then 195 then 193 then 189...I had my foot in it still so I took this as a sign to get out........... I made it a mile or so off the track before missing a cone and going crunchy...I stopped and got out....the GPS read "top speed 195mph"...I was soup...exhilarated and exhausted ,I felt like yelling......but why did the motor go away , there was no noise, no oil light just a rather quick loss of power.

    We thought about it. If it was windage and excess crank-case pressure we would have seen a rev-limit effect rather than the loss of power. We feel that the standard valve train is the cause as the hydraulic lifters will only handle 6250rpm for so long and then pump up holding the valves open. Other than that the ride was a little more "interesting" than it had been last year. Last year the track was really smooth and the car ran like it was on rails. This ride had a bit of wind in it and the track was much harsher. I fought the whole way down constantly steering back to the right in what felt like long carves with my foot on the floor……..

    We whipped the cowl off and gave it all a look over when we got back to marshalling, it was AOK, it sounded good……we were fifteenth in line when they closed for the day.

    The next morning the Rev told me he thought it would be better if I made another run for 200 rather than he repeating his ‘chute run , then he would go and if there was time have a crack at 200 himself. Anyone who shares a car will know that this was a fairly noble thing to do.

    At the line for the third time I reasoned that I had to get going even quicker than I had the day before, to keep the ET down and see if the difference would get me over 200 before the lifters let us down…… I sat at the start and really concentrated, I paced a bit with my right hand going through the gear change routine……the night before the battery had given up, a motorcycle Odyssey type it was three years old, and dead….no-one had one with anywhere near the CCA we needed so the Colonel put an antenna base on the outside of the car as a hot contact so we could jump start her on the line without removing the cowl…… It all seemed to happen in a real hurry….one minute we were tooling about, next thing I jump in, we do the harness and then Cled waves us to the line, and signals me to go……. I nail it and aim for the right hand side of the track , the motor is wailing as I go into third at about 4 and a half, I change to fourth at about 5 grand and try to settle. The wind is strong and I feel like I’m crabbing….just as I hit the quarter trap my visor goes funny, like it was badly scratched, I think it may have been a bit of salt water from somewhere in the cab dripping into the air coming through the nose vent, whatever it was it meant I couldn’t see the GPS, or read the tacho…but I could see the track markers …..this was a pretty wild ride, I just kept my foot in it and steered her in long arcs fighting my way back to the right, in a straight line I had the steering quartered…I just figured I’d stay in it til the seven mile and so I did, I didn’t feel the power go down like I did before but to be honest I had a bit on my plate and some of the subtleties were lost amongst the noise , vibration and hairiness (NVH)………..Somewhere between the seven and eight I hit a rough bit of track and I think I got airborne, braked momentarily and got a little out of shape and then when I couldn’t see any cones I took the decision to pull off, then I saw the eight mile exit road, I lost track of that very soon after …the motor roll started once and then wouldn’t so I stopped…………I got out of the car and took my helmet off, the GPS read “top speed 195mph”….exactly the same as the day before, the clocks gave me an extra mile per hour, I reckon because I’d topped out a little earlier …..the Rescue crew took about a minute to reach me, they won’t tow or push so one of them helped me roll the car…I think he was a rugby player because he was as strong as an ox, we pushed the car about 400yards at which point I said “mate ,I’m going to die in a second”, then he ran back to the rescue vehicle and they called clear track….. I sat on the car , my adrenaline ebbing I realized we’d found the limit of the motor for this year…….it took about six minutes for the Troopy to catch up after various directions as to where to find me……….this time towing home I sat on top of the car with the canopy open….we had managed to keep the cab completely salt free but riding it like this meant the wind blew the flick up into the cab…but at least it was sort of bearable…..being towed over some of the return roads the day before had been excruciating……….. As I rode back sitting like a rodeo rider it occurred to me that I drove a shorter distance to work each morning.

    As we pulled into marshalling again I noticed a drip of oil under the car and a smear of it coming from the front of the cowl, action stations…… We took of the cowl to find the front of the motor wet and the source seeming to be the front seal, where the oil pump is. The Colonel said ….” It’s all over, pack her up”

    I felt awful for the Rev who’d handed me another drive at his expense and now we were packing up and he’d had one unsatisfactory run……

    We’d put 32 mph on our best speed from last year, we hadn’t hurt the motor and we had plans for next year. It would have great to get to 200 but it was only our second year and lots of cars that had been knocking on the door got their 200 this year so it seems right that we wait…We met hundreds and hundreds of people, lots of them were fans of the car and had been following these build diaries, it is very touching some of the things people come up and say, we appreciate every bit of it .

    The Reverend and I worked our guts out for years building this thing but there are two people particularly that we need to point out have been instrumental. The Colonel makes it all work, keeps our feet on the ground and provides a necessary balance in the team between our personalities . Pete (PJQ) is our immaculate transport, he is there providing support and anticipates everything, we couldn’t do what we did without him and I’m never sure how to thank him.

    THis is a pic from the first time at the salt in 09
    [​IMG]

    This was shot by a mate Anders at Mangalore airstrip the very first time we ran it, that's Dik known as Reverend Hedgash on the left, Graham, "the Colonel" on the right and me, in the car....
    [​IMG]
     
  15. immortality

    immortality Home of the smoky breakfast Bacon! Staff Member

    Messages:
    14,819
    Likes Received:
    2,849
    Trophy Points:
    113
    Joined:
    Apr 15, 2006
    Location:
    Sth Auck, NZ
    Members Ride:
    HSV VS Senator, VX s2 Calais S/C
    That really is impressive mate. it's a good testament to how tough these engines are. this type of racing is much harder on the engine then drag racing which is all over in between 12-16sec for this engine type.

    some solids should definitely see you break that 200mph barrier :D
     
  16. Dr Goggles

    Dr Goggles New Member

    Messages:
    109
    Likes Received:
    0
    Trophy Points:
    0
    Joined:
    May 25, 2010
    Members Ride:
    V6 Salt lakester
    I'll be making another vac-u-pan( using a pipe plumbed into a header for crank-case evacuation) and also looking at drain backs from the rocker covers. By doing that we will get the oil back down into the sump quicker and hopefully have less windage AND less foaming of the oil. So whether it was the lifters pumping up or collapsing we'll have that covered, by using solid , but the problems that it highlighted won't then become an issue for the bearings . The other possible issue was too much oil pressure at the sustained revs.We'll be using full synthetic bike engine oil which should help too.

    Next we will need to have better logging of the MAP so we know how much natural boost we are getting to make sure we aren't leaning out at high revs which will take out the pistons pretty quickly.

    Hoping to see some ideas from YT about LS1 style adjustable rockers soon.it's starting to hurt......$$$$$$
     
  17. Dr Goggles

    Dr Goggles New Member

    Messages:
    109
    Likes Received:
    0
    Trophy Points:
    0
    Joined:
    May 25, 2010
    Members Ride:
    V6 Salt lakester
    New Video

    Here's a video put up by Scott Taylor from Street Machine and his own Scotty's Garage website...he used to run the motor we have in the lakester in his turbo VN ....anyway , she's missing a bit off the line but it gets up and boogies in the end, hope ya like it......

    YouTube - Spirit of Sunshine Lakester
     
  18. delcowizzid

    delcowizzid on holiday

    Messages:
    6,892
    Likes Received:
    367
    Trophy Points:
    83
    Joined:
    Jul 8, 2008
    Location:
    NZ
    Members Ride:
    в∞ѕтεכ √&
    bet it would go better on 6 cylinders that cant be six at all something very wrong
     
  19. Dr Goggles

    Dr Goggles New Member

    Messages:
    109
    Likes Received:
    0
    Trophy Points:
    0
    Joined:
    May 25, 2010
    Members Ride:
    V6 Salt lakester
    yer right there Delco, pity she sounded so rough....we've all had a bit of a chuckle.... that motor had 330,000k's on it and ran OK at times..but not there, but it still did 260km/h!.it sounds a bit better in this video...it's my partner in the build doing his 150 license run....misses both gear changes....you're lying on your back with your knees bent, the clutch pedal is a rocker that goes heel down and the gear shift is two sticks..that are hard to reach....it gets busy in there....

    YouTube - Bellytank #374 Gairdner 09
     
  20. delcowizzid

    delcowizzid on holiday

    Messages:
    6,892
    Likes Received:
    367
    Trophy Points:
    83
    Joined:
    Jul 8, 2008
    Location:
    NZ
    Members Ride:
    в∞ѕтεכ √&
    hehe sounds way better in that vid
     

Share This Page