|
|
|
|
|
|
Not considered getting a blower on it?
Well you did at the start.
But the advantage of a turbo is good fuel economy on the flat and enough power to accelerate up hills etc when required.
|
| |
|
|
|
|
v8ian
Posted a lot
Posts: 3,832
|
|
|
|
Gear Vendors Overdrive? www.gearvendors.com/I keep thinking BMW 6 cyl diesels, get a late one, 6 speed, will chip to stupid HP and torque, and possibly return reasonable HP. Or some of the lateUS diesel PUs have some stonking engines, |
| |
Atmo V8 Power . No slicks , No gas + No bits missing . Doing it in style.
Austin A35van, very different------- but still doing it in style, going to be a funmoble
|
|
|
|
|
|
|
|
just measured the top and it might be a bit tight. the top will fit but it depends how much will poke between the rails as the hp fuel pump sits out to the side as you go down a bit.
if you need proper measurments let me know what bits and ill measure them in the van as it has everything in situ.
gary
|
| |
|
|
|
|
|
|
|
Only problem I can see is the governed speed of 2,700rpm which is a bit low for my required top speed of 55-60mph so that artics are not constantly overtaking me on motorways. I could try to hunt out a pair of Bedford coach diffs but they're poor quality wobbly children's play pony poo  Horsepower: 160 - 215 HP @ 2,500 RPM Torque: 400 - 440 lb-ft @ 1,600 RPM Governed Speed: 2,700 RPM Hmm. Ideally you want to be running at ~ peak torque or a little above for maximum economy. If you can sort the gearing so youre doing 60mph at 2,000 I think it would be beneficial - probably a lot of work though. |
| |
|
|
Frankenhealey
Club Retro Rides Member
And I looked, and behold, a pale horse! And its rider's name was Death
Posts: 3,881
Club RR Member Number: 15
Member is Online
|
|
|
|
|
Yes considered a 'tailpipe turbo' but that would mean further complication and I now want it to be as brutally simple and reliable as the rest of the mechanics. If I can get 'reasonable' fuel efficiency the plan would be to do a few events in Europe and having been given the 'Boys Big Book of Race Transporters' for Christmas I've got the itch to replicate some of the early race team's journeys to Italy for a bit of hooning about. That means reliable and fixable by the side of the road as commercial recovery is expensive in the UK but I shudder to think about it from abroad. Just imagine taking the Goddess up over one of the old passes into Italy! I get to hold the entire French side traffic up while ascending and then I get to experience the cardboard brakes catch fire on the way down;D
Ian, how are you mate? More complication and expensive I'm afraid
The kind persons who have given of their wisdom on this thread (which is why Retro Rides is awesome) have convinced me the car/light van/4x4 engine and box solution, while very seductive on the weight and cost fronts, are probably reliability no-no's (especially on the clutch) so it's going to be a heavy van/truck engine. Plus the fact it's going to be a lot easier to sell to the insurance company.
Gary, thanks for the help mate. I'm off to a truck breakers next weekend with my tape measure so I'll keep you posted.
Cheers to everyone for the advice and a happy New Year to all in 2013
|
| |
Tales of the Volcano Lair hereFrankenBug - Vulcan Power hereThe Frankenhealey here |
|
|
|
|
|
|
|
Nothing complicated about a turbo. The difficulties come from trying to implement wastegate control (bless Saab) but if you just run it as a very simple air pump the correctly sized turbo can be fitted and forgotten. You setup the fuel as if it were a more powerful naturally aspirated engine. Reliable turbocharged commercial and marine engines have been in use for decades.
|
| |
Last Edit: Jan 1, 2013 17:05:39 GMT by ejenner
|
|
richrolls
Part of things
Posts: 318
Club RR Member Number: 38
|
|
|
|
|
|
| |
Last Edit: Jan 1, 2013 16:00:22 GMT by richrolls
|
|
v8ian
Posted a lot
Posts: 3,832
|
|
|
|
Yep I still here  , But not doing a lot, |
| |
Atmo V8 Power . No slicks , No gas + No bits missing . Doing it in style.
Austin A35van, very different------- but still doing it in style, going to be a funmoble
|
|
bazzateer
Posted a lot
Imping along sans Vogue
Posts: 3,653
|
|
|
|
|
just spent several hours at work reading this thread. Wonderful! Simply wonderful!
|
| |
1968 Singer Chamois Sport
1972 Sunbeam Imp Sport
1976 Datsun 260Z 2+2
1998 Peugeot Boxer Pilote motorhome
2003 Rover 75 1.8 Club SE (daily)
2006 MG ZT 190+ (another daily)
2007 BMW 530d Touring M Sport (tow car)
|
|
Frankenhealey
Club Retro Rides Member
And I looked, and behold, a pale horse! And its rider's name was Death
Posts: 3,881
Club RR Member Number: 15
Member is Online
|
|
|
|
|
"Experts" have told me that LPG likes high compression ratios so my 6:1 as standard is going to lose substantial power and not give the savings possible on more modern engines
|
| |
Tales of the Volcano Lair hereFrankenBug - Vulcan Power hereThe Frankenhealey here |
|
|
|
|
|
|
|
Can I ask why you don't raise compression anyway ?
|
| |
|
|
|
|
|
|
|
|
I imagine being 60+ year old design, utilitarian origins it wouldve been deliberately low compression ratio to reduce cylinder pressures, and to run on any quality fuel.
thinking out loud, methods of increasing CR on 60 year old engine with flat top pistons. it would be ++ expensive to make/buy pistons that are domed or wedged to intrude. skimming the head you are limited by the casting thickness of the cylinder head. I had to take 1mm off to get my landy head from 8:1 to 9:1 for example. so when you start skimming, allot, other than risking literally machining into coolant galleries you end up with inclement push rod/rocker angles, or getting shorter ones made bespoke. whilst interesting it must just be prhobitively expensive to tune the current engine.
|
| |
Last Edit: Jan 1, 2013 22:50:21 GMT by darrenh
|
|
dw1603
Part of things
Posts: 591
|
|
|
|
"Experts" have told me that LPG likes high compression ratios so my 6:1 as standard is going to lose substantial power and not give the savings possible on more modern engines I'm sure you will have been down this route already, but just to be obtuse, LPG needs a high compression ratio, forced induction needs a low compression ratio. Is it feasible to stick a turbo on it and run LPG? The Bedford 300 cu six fits the available space and matches the diff ratios, so if the cost per mile sums added up it would save a lot of grief. Just thinking out loud, so feel free to shoot me down. |
| |
|
|
Frankenhealey
Club Retro Rides Member
And I looked, and behold, a pale horse! And its rider's name was Death
Posts: 3,881
Club RR Member Number: 15
Member is Online
|
|
|
|
|
Even a 40 thou skim to ensure the head was flat when it got the unleaded conversion started to open up some water galleries so that's out. Being a 1929 design I'm not even sure the rotating assembly is up to the higher forces of an increased compression ratio. A turbo + LPG is seductive but can someone with much greater turbo knowlegde comment on the possibility of increasing the compression from 6:1 to a theoretical 11:1 (to get the best efficiency) on a 5 litre 6-cylinder?
I've also got a call booked with my broker on the insuance issues of (a) tuning or (b) diesel truck transplant.
|
| |
Tales of the Volcano Lair hereFrankenBug - Vulcan Power hereThe Frankenhealey here |
|
|
|
|
|
|
|
I don't know much about the engines and probably a long shot but how about the engine from a deuce and a half American truck.
I think the designation is m52 it's a military truck.
But the amazing part about them is they have a true multifuel engine!
They run on primarily diesel, but will run on regular gasoline with some added oil to lubricate Other known fuels that it will run on are: kerosene, jet fuel, used motor oil, transmission fluid, hydrolic fluid, and veggie oil.
Thus if you can get hold of waste fuel you can run it on that reducing running costs. Just a thought
|
| |
|
|
|
|
|
|
|
Thus if you can get hold of waste fuel you can run it on that reducing running costs. only off road. |
| |
|
|
village
Part of things
Always carries a toolbox. Because Volkswagen.......
Posts: 567
|
|
|
|
|
there's a guy in Lincolnshire who has fitted a Rolls Royce Meteor engine in a Rover SD1, he used a step up gear system from a bus to overcome the low revs from the RR lump.
see here for some of his madness:
|
| |
"The White Van is strong with this one...."
Chris "Chesney" Allen 1976-2005 RIP
|
|
Frankenhealey
Club Retro Rides Member
And I looked, and behold, a pale horse! And its rider's name was Death
Posts: 3,881
Club RR Member Number: 15
Member is Online
|
|
|
|
|
The 6:1 Beddie 300 will run quite happily on other peoples mistakes i.e. diesel contaminated petrol or even petrol contminated diesel as long as the petrol content is high enough. It's a bit smoky but as the tax has already been paid on it it's legal. The problem is getting a regular and cheap enough supply. I contacted a company called Fuel Doctor who sell the dumkopf mixture, which they charge you to take away, for re-refining. I'd need to buy 2000 litres at a time and then need storage licences and a bloody big tank. All the good plans are just too expensive.
|
| |
Tales of the Volcano Lair hereFrankenBug - Vulcan Power hereThe Frankenhealey here |
|
v8ian
Posted a lot
Posts: 3,832
|
|
|
|
|
2 speed back axle?? I know it will negate the 4wd unless you are lucky with the ratio,
|
| |
Atmo V8 Power . No slicks , No gas + No bits missing . Doing it in style.
Austin A35van, very different------- but still doing it in style, going to be a funmoble
|
|
|
|
|
|
|
there's a guy in Lincolnshire who has fitted a Rolls Royce Meteor engine in a Rover SD1, he used a step up gear system from a bus to overcome the low revs from the RR lump. see here for some of his madness: Can't remember his name but he writes for practical performance classics |
| |
|
|
, But not doing a lot, 
