hmm I had "email for replies" set to on but it didnt work or I would have replied to some of this already.
OK I'll reply from the top....
>> race car?
Yes. In addition to our SCCA engine programs We're developing a few different engines to compete in the new NASA configurations. NASA has changed to a power to weight formula where you can run almost anything you want. NA, Turbo, SC, you name it. We're especially interested in developing VW engines to compete in the GTS Challenge. A series currently dominated by Porsche and BMW. We're doing more than just VR6 btw.
>> ive only heard of a few breaking 200
WheelHP I assume you mean. 200 crank is easy. We're putting down just shy of 200 crank HP on a stock engine with only a CAI, custom ECU tune, careful blueprint, balance and bump in compression.
>> How long do you think that motor would last with power like that.
250 WHP will have very high compression (~14:1) so it will be little hard on the rod bearings. But it's still only 250. Should not be a grenade by any means.
>> Didn't EIP claim their 3.1L's were good for 301hp?
I's like to see that data if anyone can dig it up.
>> Bill, check around for Bernd's 3.1L rabbit.
Yup. I spent 45min. on the phone with the engine builder of that car the other night. Chris is a real nice guy. He gave us some good pointers and backed up a lot of what we already were thinking.
That motor in fact is what this project is all about! They kept trying different configs and could never get past the 250WHP wall. They swapped intakes, heads, exhuasts, etc etc and nothing woudl get it past 250WHP. We want to break the wall. If we can find the problem, then we should be able to go WAY past it. There are 3L full race motors making 400CHP that are based on production castings.
>> You can talk to Anthony Dowd about his stock 2.8L...
Heard a lot about him. Where is he?
>> i have access to ricardo wave, fluent and unigraphics NX 4. IM me
Now we're talkin! IM on the way.
>> 275 crank iam sure it can happen. basically thats dowd with a 3.1 high compression block.
No. It's not that simple. Bernd's 3.1L was 14:1, with big everything and 288* cams. (cause 300* didnt work) There is a reason the VR6 has a problem getting past 250WHP and we intend to find out why. Since many of you have done basic tuning and testing of components, it's time we change gears and apply some modern engineering tools to investigate what's going on.
>>Also don't forget thermal coating any parts
BTDT. It helps but it's not the answer to the big question.
>> Also try custom cams
Cam design may play a roll in this. Our engine man has designed a VR6 cam that is a bit different than most out there. If it works, we can have CAT do a bunch for the masses. However most of you probably wont want a 300* cam that wont idle
>> Eurospec sells 3.2L blocks
But they dont build race motors. Just bolting parts together (No offense) is fine for a street motor, but we do our own engine building for a reason.
>> I work for Ricardo and know the product manager for the relevant software. What you guys actually after ?
Help ;-) I'll be IM'ing you too.
>> why a 12v when the 24v is out?
Good question. 2 answers. A) It's a challenge. Something that nobody has managed to do although many have tried. B) We all know the 12v VR6 is cheap and plentiful and if we can break the wall, then I'm sure many will be happy.
>> the head doesn't allow for valves a whole lot bigger then stock
I call the readily available +3mm valves quite a bit larger but we're not sure they need to be that big.
This is not going to be something we pull off in 3 weeks time. This is going to take all summer at least. We'll be posting our results on our website and occasionally in here.
If we had a real budget for this we'd just go to Mahle Motorsports (ex Cosworth) and say "fix it", but this is a lower priority experiment. So if any engineers out there (students?) want to help out by loaning us a little brain power and CPU time, we'd love to hear from you.
Modified by Bildon Motorsport at 6:28 PM 5-19-2006