Variable Valve Timing vs. Chevy OHV SBC
01-06-2003 | 05:45 PM
#91
Registered User
Joined: Nov 2001
Posts: 2,985
From: In a house by the bay
Yup, you must be talking about the old Moser dohc setup. Haven't seen one of those in a looong time but they were pretty trick. Built by some engineer guy but he just up and stopped making them. Who knows why? They were pretty trick looking with the ol IR Crower setup on them though.
-Mindgame
-Mindgame
01-06-2003 | 06:08 PM
#92
Registered User
Joined: Mar 2002
Posts: 3,083
From: San Juan PR
The LS1 is a great set of heads and a great short block...
It is super smooth, so I dont know why you say there are vibrations and sorts!!!
They could easily make a cadillac with 450hp out of that engine that can compete with the new MercedezB AMG.
Of course having that engine to the z06 too.
It is super smooth, so I dont know why you say there are vibrations and sorts!!!
They could easily make a cadillac with 450hp out of that engine that can compete with the new MercedezB AMG.
Of course having that engine to the z06 too.
01-06-2003 | 06:21 PM
#93
Registered User
Joined: Nov 2001
Posts: 2,985
From: In a house by the bay
Cadillac already has a very strong engine in the Northstar V8. It's a strong engine in their LeMans twin turbo prototype racer and it's even made its way into the V12 Northstar concept car..... the Cien. I'd say that Cadillac already has their winner and I doubt they'll be abandoning it anythime soon. The new V12 uses DOD and direct fuel injection.... all that technology and 750 hp. I'd say they're doing ok.
-Mindgame
-Mindgame
01-07-2003 | 11:29 AM
#94
Registered User
Joined: Jan 2001
Posts: 2,148
From: Bay Area, CA
Originally posted by The Highlander
They could easily make a cadillac with 450hp out of that engine that can compete with the new MercedezB AMG.
They could easily make a cadillac with 450hp out of that engine that can compete with the new MercedezB AMG.
01-07-2003 | 04:07 PM
#95
Registered User
Joined: Oct 2002
Posts: 116
doesnt the crank get a bit long in a v16 configuration, making it susceptible to a good bit of twist especially for a high torque/power engine like that
i read a lot about vw's vr6 and associated W engines the other day..... they arent quite as badass as i thought for all out performance, but certainly are brilliant for passenger cars
in the vr6 (narrow 15 angle with a single head) all the intake is on one side and all the exhuast on another, the front bank row has short intake ports and the outside bank has long ports, not a concern when you're not trying to make 100hp/l
but assymetry is no good for serious power
other things going for it is that its a v6 about the size of an I4, and despite being a 4 valve (variable) V engine, only has two cams not 4, really great design
the w8, w12, and w16 engines from vw are all the exact same just scaled up
i imagine the two different ports are designed quite differently to minimize the difference, but it'd still be there
now that i know so much more about W engines, i'd be happiest with a 10L twin (quad?) turbo v12
i read a lot about vw's vr6 and associated W engines the other day..... they arent quite as badass as i thought for all out performance, but certainly are brilliant for passenger cars
in the vr6 (narrow 15 angle with a single head) all the intake is on one side and all the exhuast on another, the front bank row has short intake ports and the outside bank has long ports, not a concern when you're not trying to make 100hp/l
but assymetry is no good for serious power
other things going for it is that its a v6 about the size of an I4, and despite being a 4 valve (variable) V engine, only has two cams not 4, really great design
the w8, w12, and w16 engines from vw are all the exact same just scaled up
i imagine the two different ports are designed quite differently to minimize the difference, but it'd still be there
now that i know so much more about W engines, i'd be happiest with a 10L twin (quad?) turbo v12
01-07-2003 | 05:19 PM
#96
Registered User
Joined: Oct 2002
Posts: 2,931
From: Upstate NY
Originally posted by Jimmy17
doesnt the crank get a bit long in a v16 configuration, making it susceptible to a good bit of twist especially for a high torque/power engine like that
doesnt the crank get a bit long in a v16 configuration, making it susceptible to a good bit of twist especially for a high torque/power engine like that
At 13.6 L (830 cubes), the V16 is a 2 valve OHV, (not OHC) engine, and is only about 74 hp/l, right in there with the LS6.
http://popularmechanics.com/automoti...lac_engine.jpg
Doesn't that head look familiar? Hmmm. Looks like a pair of bored/stroked LS6's in one casting to me.
Bet the crank is stiff enough. Also I'll bet it was a challenge to hog it out of a 4-foot long billet!
01-07-2003 | 05:50 PM
#97
Registered User
Joined: Oct 2002
Posts: 116
i dont see much ls1 in it..... but holy crap is what i ahve to say
i mean..... wtf..... haha
i only found a little info but it was pegged at only 700ish hp
i dont think any luxury car would come standard with MT et streets..... haha what would a luxury car do with 1000 hp at 70ish per liter
the exhuast manifold on that looks real weak, i bet it does have ls1 style head though you could just slap on 4 hooker headers onto it, probly get 200hp from it, lol
i mean..... wtf..... haha
i only found a little info but it was pegged at only 700ish hp
i dont think any luxury car would come standard with MT et streets..... haha what would a luxury car do with 1000 hp at 70ish per liter
the exhuast manifold on that looks real weak, i bet it does have ls1 style head though you could just slap on 4 hooker headers onto it
, probly get 200hp from it, lol
01-08-2003 | 08:29 PM
#98
Registered User
Joined: Jul 1999
Posts: 128
From: Tx
Originally posted by Nick Hayes
"Now that's an eye opener! Not everyday you see a motorsports professional's resume on the internet.
Nick, what brings you to an f body message board? Just my curiosity running abound.... hope you'll be sticking around!"
As Jim S. mentioned, it seems we have a mutual friend in Chuck Riddeck. I started checking the board out at Chuck's request here over a year ago. I consider him a good friend and we consult each other from time to time on various issues. Chuck has actually worked with us on many of our prototypes and is currently working with Ian Bisco with their Nascar engine development team.
Most of the threads here are found with satisfactory answers and thus I'm not much compelled to make an answer public most of the time. Hence, I believe I have 10 posts to my credit. As you can imagine, time is a commodity I don't have much of. Nor is my knowledge of your V8 engines. They aren't exactly my forte. I may pop in from time to time but I'll be about as regular as a chap on a peanut butter and cheese diet.
"Nick,
Are you in any way involved in Cosworth's CART or Nascar programs? Just curious."
No sir, the Nascar program -in the states- is under the direction of Ian Bisco. The UK team is headed by Bruce Wood. I wouldn't mind working directly within that effort but I am already spread thin as it is. I'm limited to consultation on the most part of that endeavour. Although the program does provide a rather unique challenge, mainly in the form of the pushrod valvetrain kinematics, it's not something I would mind tackling.
In F1 engine development we have surpassed most concerns in terms of valvetrain stability. Our main focus is in the area of weight reduction in the piston assembly. Aluminum beryllium alloys have been outlawed but with that came a new statute, that the material has a specific modulus of elasticity of 40 Gpa/(gm/cc). With that we have gone on to produce a metal matrix composite -an aluminum/ceramic alloy- for our pistons that is very near in weight to the aluminum beryllium alloy of old. One-third that of your SAE 4032 forged piston. This material has also showed promise as a poppet valve material as well as a cylinder liner. Allowing the development of a dry liner and an even smaller sectioned crankcase.
Much of this is now common knowledge so I can say it here. Of course there's much more that I cannot. Needless to say, material science is playing a big part in engine development today and with bmeps in the 17.5 bar range at peak power, we are making more power then we would have ever thought possible ten years ago. You'll just have to wait and see what the future brings.
Cheers,
Nick Hayes
"Now that's an eye opener! Not everyday you see a motorsports professional's resume on the internet.
Nick, what brings you to an f body message board? Just my curiosity running abound.... hope you'll be sticking around!"
As Jim S. mentioned, it seems we have a mutual friend in Chuck Riddeck. I started checking the board out at Chuck's request here over a year ago. I consider him a good friend and we consult each other from time to time on various issues. Chuck has actually worked with us on many of our prototypes and is currently working with Ian Bisco with their Nascar engine development team.
Most of the threads here are found with satisfactory answers and thus I'm not much compelled to make an answer public most of the time. Hence, I believe I have 10 posts to my credit. As you can imagine, time is a commodity I don't have much of. Nor is my knowledge of your V8 engines. They aren't exactly my forte. I may pop in from time to time but I'll be about as regular as a chap on a peanut butter and cheese diet.
"Nick,
Are you in any way involved in Cosworth's CART or Nascar programs? Just curious."
No sir, the Nascar program -in the states- is under the direction of Ian Bisco. The UK team is headed by Bruce Wood. I wouldn't mind working directly within that effort but I am already spread thin as it is. I'm limited to consultation on the most part of that endeavour. Although the program does provide a rather unique challenge, mainly in the form of the pushrod valvetrain kinematics, it's not something I would mind tackling.
In F1 engine development we have surpassed most concerns in terms of valvetrain stability. Our main focus is in the area of weight reduction in the piston assembly. Aluminum beryllium alloys have been outlawed but with that came a new statute, that the material has a specific modulus of elasticity of 40 Gpa/(gm/cc). With that we have gone on to produce a metal matrix composite -an aluminum/ceramic alloy- for our pistons that is very near in weight to the aluminum beryllium alloy of old. One-third that of your SAE 4032 forged piston. This material has also showed promise as a poppet valve material as well as a cylinder liner. Allowing the development of a dry liner and an even smaller sectioned crankcase.
Much of this is now common knowledge so I can say it here. Of course there's much more that I cannot. Needless to say, material science is playing a big part in engine development today and with bmeps in the 17.5 bar range at peak power, we are making more power then we would have ever thought possible ten years ago. You'll just have to wait and see what the future brings.
Cheers,
Nick Hayes
I did a search for your name just to see if you ever come over here and here ya are! As you've probably noticed Nick, I haven't been around much either.
Good to see your still kicking around the internet though. BTW, what does a limey know about Roger Penske?
Nick, it's good to see ya still post and I hope to talk with you sometime soon. I'll be off through next week and would love to trade a few ideas with you. If you read this great, if not then I'll be ringing you here sometime next week. Say hello to the wife and kids for me.
Chuck Riddeck
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