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Old 09-28-2006, 01:49 PM   #1
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Default LN3/EV6 w/ L36 heads (didn't want to get off topic)

Turbocharged400sbc,
For your EV6/L36 head hybrid, have you thought about just straight up autocadding/macining an adapterplate to run a L36 LIM wether it be FWD or RWD?
That really wouldn't be too hard..
Probably expensive, but reproducible..
Say this was thrown in a bonnie and the FWD Intake manifold is too high to clear the hood, The RWD manifold could just be used..
And another thing I was wondering is..
How sutible is the S1 bottom end to handle high revs? Would some sort of girdle be needed? And how much higher would this combo be able to rev? I've reved up to 6600 on my L36 and I know some turbo guys (not sure L67 or L36) have gotten past 7k. Maybe its more of a question of how much more power will you be making up there more safely...
Anyways as retarded as it may seem to some, I want an expensive max effort 3.8l n/a beast..In a bonneville too.
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Old 09-28-2006, 08:04 PM   #2
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Default Re: LN3/EV6 w/ L36 heads (didn't want to get off topic)

Quote:
Originally Posted by 95naSTA
Turbocharged400sbc,
For your EV6/L36 head hybrid, have you thought about just straight up autocadding/machining an adapter plate to run a L36 LIM whether it be FWD or RWD?
That really wouldn't be too hard..
Probably expensive, but reproducible..
yes i have, this may show more of the issue with that than i can type:
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while it is doable...the additional machining required for an adaptor plate that bolts to the head and has threads for the intake bolts is a bit more than I like (though it does provide the possibility of using SII parts (ie superchargers/whipple etc)...so I have been looking into the work required to cut and widen the SII intake or what Iíve also been looking into (since i have the tools required) a from scratch steel IM that utilizes some wonderful design work on some big time Turbo cars which look for absolute equality in the flow dynamics of an engine...in this case it is even better since the SII heads have an edge with identical port and chamber design vs the asymmetrical SI heads.
the design Iím looking into is what is called the Header...sounds nuts eh? but a common plenum with runners suffers from flow inequities of the main plenum airflow...
quite simply the design Iím looking into is an equal length primary header...in reverse all three runners from each bank draw from the end of a split plenum, airflow doesnít have to make a right turn from the plenum to each port.
thanks to Mike Moran...one of my idols

http://www.popularhotrodding.com/eng...05em_turbo_bb/

Quote:
Originally Posted by 95naSTA
Say this was thrown in a bonnie and the FWD Intake manifold is too high to clear the hood, The RWD manifold could just be used..
if the supercharged guys can handle 1.9 inch IC'* Iím sure that the additional 2 inches (1 inch taller deck height, as well as the 1 inch taller intake for port alignment) shouldnít be too bad...Iím myself am not concerned with hood clearance...we have 5 inches to play with in the rear of the 442...

Quote:
Originally Posted by 95naSTA
And another thing I was wondering is..
How suitable is the S1 bottom end to handle high revs? Would some sort of girdle be needed? And how much higher would this combo be able to rev? I've revved up to 6600 on my L36 and I know some turbo guys (not sure L67 or L36) have gotten past 7k. Maybe its more of a question of how much more power will you be making up there more safely...
lets put it this way...the SI is more closely related to the GN engine than the SII...look at the power levels and RPM'* some of the stock block guys are running....we arenít anywhere near the potential limits of these engines...yet the valvetrain is also a limiting factor...but what i am going for is the better efficiency...regardless of RPM, less angularity the lower the thrust loading and this means less friction...which points to a power increase at low and high rpm'*, yes the parts have to be up to the task for the High rpm potential to rear it'* head, but at every point in the power curve the engine will be more efficient.
in Australia there is a girdle design that bolts to the caps and the whole deep skirt rail tying it in very well, not to mention it would be just as easy to make use of the TA Performance Alloy block in a max effort situation...maybe with the ZZP alloy SII heads ( ohhh yeah can you say splayed valves? )

But lets put it this way...with a rod/stroke ratio of 1.98, thatí* Indy car territory

Quote:
Originally Posted by 95naSTA
Anyways as retarded as it may seem to some, I want an expensive max effort 3.8l n/a beast..In a bonneville too.
Ití* psychotic gearheads like us that get sh!7 done.... look at ol' Smokey Yunick...he was considered as nuts as we are...but his 209 inch sbc kicked @$$ in the old days at Indy against the likes of cosworth and teams with 10 times his budget...

gotta love Redneck Engine-uity
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Old 09-28-2006, 11:41 PM   #3
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Default Re: LN3/EV6 w/ L36 heads (didn't want to get off topic)

I wasn't sure if you thought I ment a bolt straight through approach?
I was thinking of something along the lines of this:
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Do you think there is enough room for the recessed bolt hole?
If not, maybe raise the LIM a tad more?
Quote:
Originally Posted by Turbocharged400sbc
Quote:
Originally Posted by 95naSTA
Say this was thrown in a bonnie and the FWD Intake manifold is too high to clear the hood, The RWD manifold could just be used..
if the supercharged guys can handle 1.9 inch IC'* Iím sure that the additional 2 inches (1 inch taller deck height, as well as the 1 inch taller intake for port alignment) shouldnít be too bad...Iím myself am not concerned with hood clearance...we have 5 inches to play with in the rear of the 442...
I was worried because the L36 FWD manifold seems to sit higher than the m90 to begin with and I also have a HVII spacer which adds like 3/4" or so.

Great info keep it commin.
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Old 09-29-2006, 12:17 AM   #4
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I don't have much personal use for this project, but if you give me dimensions, I can model anything in Pro/E.
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Old 09-29-2006, 01:27 AM   #5
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Awesome. Thanks.
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Old 09-30-2006, 12:43 AM   #6
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95NA....

here'* what you need to incorporate into your high compression NA L36

dykes ring (you would have a tighter ringpack than this setup (427 ford)


and domed pistons mirror'd to the chamber


it would be interesting to see a 13 to 1compression NA L36...

the spacer would be alot of fun on the manual bridgport i have access to...
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Old 10-01-2006, 03:22 PM   #7
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sorry about the bad links i'll try to fix em later... 95 you have PM

now i gotta go finish getting the Blown 331/Trickflow top end 5.0 in my buddies rustang running... a gearheads work is nevar done!
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