3.6 GT powerhead details

**Markus** · 08-16-2016, 02:31 PM

Start by contacting stenmark on this board. He built the Volvo Rudezon in the clip above.

**racer** · 08-16-2016, 06:53 PM

Operating temp best power without cold seizure is at 105 degrees F. Best for safety without giving up too much power is at 130F after 145F they start to loose top end power. I did a reed test a couple years ago that shows the power loss at higher temp.

**powerabout** · 08-16-2016, 06:55 PM

is that block surface or exit water temp?
How does the temp vary from top to bottom of block and a head?
Is there a hot cylinder and is that a fuel or cooling issue? Same 3.6 and 4.0?

**Hillclimber** · 08-17-2016, 02:30 AM

I know this is a boat site but thought you would like to see the car the V8 is going in - its a Lynx3000 previously raced in Sports car racing.

Click image for larger version.

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It weighs about 550kg (1200 lbs.)

**powerabout** · 08-17-2016, 03:05 AM

what engine would it normally have and how heavy is it?

**racer** · 08-17-2016, 09:05 AM

Cambell that is exit water temp but when everything is right block temp is 5 degrees warmer. With work you can get them to maintain very similar block temp from the bottom to the top, its not as uneven as the 6 to start. 3.6 tend to have warmer internal temp on 2 and 4 while the 4.0 is 3 and 5 which I believe to be in the slight exhaust tuning difference between them.

**Hillclimber** · 08-17-2016, 12:02 PM

These would typically have a Ford Cosworth V6 - 24V with about 270hp and 200+ lbs/ft torque and weighed in about 350lbs (160kg) without gearbox.

**racer** · 08-17-2016, 03:28 PM

Sounds like your project will be lighter with a lot more power.

**Hillclimber** · 08-18-2016, 12:46 PM

Hi Racer,
Yep thats my plan. In England we have many competitive Hill-climbs which are often private roads from the 1900's which originally/still connect the big Country houses/mansions to the public roads, often over 1 mile long and always going uphill to the local high point where these properties were built. These are now used, probably twice a year, to hold organised Hillclimbs where 120+ competitors will compete in different class's and its a timed run against the clock. At the end of the day, the "Top 10" (i.e. the fastest competitors) have a run off to claim FTD (fastest time of the day). This is currently 4-stoke dominated, so I have set myself the task of getting a two stoke into a "Top 10" runoff before I am called to the Hill-climb in the heavens - I am 72 years young!
Here is a link to Shelsley Walsh - the oldest competitive motorsport venue in the world where my best time is 33.03 seconds in a 600cc Rotax two stroke powered USA built f500 car. http://www.shelsley-walsh.co.uk/. I am competing there at the September meeting driving a Marcos Sports car with a V6 220hp 4 stroke.

**Hillclimber** · 10-25-2016, 01:52 PM

The two power heads are en route to me in the UK so time to consider what I need to resolve. Both engines are counter rotation and I probably need to run reverse rotation. I will have a new flywheel without magnets etc. (converting to CDI system with signal from crank sensor) - is there anything else I need to change to allow it to run "backwards" ?
The power head will be installed with a horizontal crankshaft. "Racer" has warned to instal crank with slope to rear, allowing oil to run down the crankshaft to a valve/pump which transfers the oil back to the top of the crankshaft ensuring main bearing lubrication. Can anyone identify this "Pump" on a parts list as I cant find it.
Anyone fitted an external oil reservoir +pump to independently spray a measured quantity of oil directly to the mains/big ends? The old Scott two stroke motorcycle used this system of remote oiling complete with a glass inspection tube and control valve to regulate the oil flow visually!!.
I am currently exploring the "Science" of fitting 8 expansion chambers - if anyone knows of someone who has successfully done this (I gather they are banned in the USA) then please advise contact details.

Peter

**STV_Keith** · 10-25-2016, 04:57 PM

In my experience, expansion chambers will increase the power/torque in one area, but take it from another area to do so. Not such a big deal with a lightweight dirtbike or similar, but when you need a broad torque curve, you're likely better with something similar to the stock tuner, which flattens and broadens the power delivery.

**powerabout** · 10-25-2016, 05:28 PM

pipes on a v8
https://www.youtube.com/watch?v=RoiWpJLokE

**frank jackson** · 10-25-2016, 11:09 PM

The pump you are asking about is not a pump .. The motor crank rotates in the bottom of the block and creates a pulse the positive pulse is pushed up the line to a check valve . Some models add more from the idle recirculation vales and goes up to the top bearing . There is a hole that goes to the intake from the crankcase where the top bearing is . This gives a vacuum to help draw the oil up the hose ....In your application I would put a oil bottle and gravity feed all the main bearings . You will need to drill the block and run your own passages .... just my 2 cents

**powerabout** · 10-26-2016, 02:02 AM

it also depends on what part of the block you intend lay down, exhaust or inlet?

**Hillclimber** · 10-26-2016, 02:36 AM

Hi STV

Thats why I have finally selected to use a CVT transmission. This allows the 2 stroke to operate at a constant predetermined RPM matching the highest max hp and torque figures. By changing various springs, cams etc. you can "Tune" the CVT plus the point where the belt engages and drives. I anticipate this to be about 4000rpm and 0 to 60mph will quicker than a F1 car off the grid.