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JohnLane

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Everything posted by JohnLane

  1. Stewart how are you doing with your project?
  2. Goodness sakes guys.... Any more of you doing perverted things with our Froggy sixes? Martin stopped in here Friday... We ran to Oregon so he could sample the rallycar. Goes good with much room for improvement. Perhaps Martin will pop in. John Lane
  3. Stewart.... Swirl port heads are restrictive... Find the Even-firing three liter as fitted to Eagle Premier/Dodge Monaco from '88-'91(?)... I forget years of model range. Late engines got a water pump without the elbow hoses. They all got 'E' heads so much improved intake flow, a bigger oil pump, hydraulic lash adjusters and tame cam profiles. Give this one modest boost with plenty of attention paid to engine management and you may even be able to avoid breaking a ring land. When that happens give it forged pistons, H-beam rods and it will be good to go. Want to get really silly? I've stroked the crankshaft for a nice runner.
  4. EP/DM all got alloy with hydraulic lash adjusters in place of the screw and locknut with (Yawn!) Cam profiles.
  5. Nice work getting her up and running. Question for you Frog guys... Which of the V-6 powered cars got the alloy rocker arms? Volvo only ever offered them through the parts department many moons ago. Thanks. JL
  6. The late liners will not slide into the odd-firing block. Base of the liners is bigger. That said there is no reason you couldn't drop an odd-firing crank into a late block. Should also be able to stroke that crank should you be so inclined. More displacement being more fun with quite a bit higher static compression ratio given flat-top pistons. Heads will bolt right on. Use head gaskets for the bore size you choose. Every one of these Frenchie sixes can be made to make quite the menacing tone... Good stuff. You ended up with Matt's goodies... Time flies! Seems like Mike Halley ended up with my IDA-3 carbs and intakes. I could be wrong. I got the ancient laptop (Windows '98) to talk with the rallycar today. Uh-oh.
  7. I've not seen engines offered across the pond. You'd think that others would also have cross-bolted mains... But... Are they really needed? The lower case of every PRV six is part of the structure of the engine and I've never had one apart that had issues related to main bearings. Even when run with a broken oil pump chain the bottom ends have looked better then expected. The (dolt) owner continues to drive it with that red oil can staring at him and it runs fine until the driver's side cam seizes in the head... Which is when it gets driven to the repair shop. Yes; driven in. Complaint? Lack of power and the engine seems noisy. Seen it more than once. Every odd-firing crank I have seen looks to my eye to be cast. Not that I've ever seen an issue with one aside from the shaky idle. You wish for 220lb/ft. Make it a 3.4 with heads that work and headers... Bet it goes plenty well enough for that modest goal. This will require programmable management which gives you the opportunity to optimize for something other then smog. It can still easily pass a smog test where that is needed as they don't test at WOT.
  8. We have the straight six... Bent six... Boxer six... Lol... Only a couple of reasons I can think of to keep an odd-firing engine that way if it needs attention... Rules require it or One is stuck on absolutely everything about it being as standard. *Cough... Snotty DeLorean owners...*Cough... Why otherwise put up with a shaky idle and having to jump through hoops for engine management Ect? I've built many variations on the PRV theme... I'm fond of the Volvo cross-bolted main block with it's water-oil cooler. I don't build odd-firing engines. The forged steel even-firing crank drops right in. Change cam timing... Done. I give it three liter liners... Work on the heads.... Forged pistons and H-beam rods. The crank can get offset ground for more displacement and more static compression or we make the dish for whatever static compression ratio we like for that force-fed motor. There are a number of choices for cams... Choose for what the engine will be used for. Don't know what exhaust looks like in a Pug... Manifolds fitted to every Volvo were hideous. Rectangular passages. Really. My turbo motor got Eagle Premier/Dodge Monaco manifolds that I cut the flanges off of and welded .120 wall tubing to for a heavy but long lived exhaust to feed the T-4. The EP/DM manifolds are a huge improvement over what Volvo fitted. For a Pug the engine bay is tight compared with Volvo so a supercharger with water-air inter-cooling seems best. I'm wanting to give one direct injection so it can have a high static compression ratio, be force-fed and run on 91 octane fuel. Someday.
  9. The Bent-Six can be more amusing.
  10. Hey gents.... I can report that the Volvo B-280 cams do work well enough in my turbocharged six. I've not tried the 'E' profile... Just the 'F' version we got Stateside. For those of us wanting more naturally aspirated yank.... I have stroked the crankshaft out to 79.4mm for an engine that pulls very well indeed. Am eager to see how this one responds to being force-fed. 79.4X93.5 for.... More fun! The intake note changed with the displacement increase... Likely due to shorter rods. For a future build I'm wanting to shove the pin as far up in the piston as we can manage for as long a rod as can be fitted with long stroke. We can wander deep down this rabbit hole. Red pill is worth taking,.
  11. I've run 2.8 to 3.2 liter PRV sixes... All without the balance shafts. Nice smooth runners. They all got balanced as part of the build.
  12. Greetings guys... Late to the party but have a client with a PRV powered Pug who wants to make it break drivetrain parts. I figure it is about time I stopped in to say hello! i'm the guy with the turbocharged PRV six. It goes like heck. Any turbo V-6 projects cooking lately? John Lane
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