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> Alright 'six' guys..., need to pick your brains.
pcar916
post Sep 15 2010, 08:55 AM
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QUOTE(BMXerror @ Sep 14 2010, 06:23 PM) *

Greg and Leeds got their butts kicked by another 914-6 last week in Lincoln piloted by Jonathan Jackson (third place unofficially). I have no idea who that is or what the car's all about, but maybe we should ask him what he's running. (IMG:style_emoticons/default/biggrin.gif)


Jackson (he goes by "J") is a local racer and has been at AX for lots of years. He's competitive on a tricycle. Come on down to Little Rock (War Memorial Stadium) this Sunday and run your car in the Governor's Cup AX. I just got off of the phone with him and he'll be there with the same car. Ask him yourself.
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jim dorociak
post Sep 15 2010, 09:39 AM
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Just another thought. There is a weight issue with aluminum cases, but if you weight the lower cost at machine shop to prep a case, (no case certs needed, no oil pump modification needed) use 78/79 SC heads the port sizes are already a good size and should save you money over porting/polishing to get optimum size. It is possible to destroke the 3.0 crankshaft and make a 2.8 using standard 95mm cylinders with custom pistons being made vs the 92mm cylinders for the 2.8 engine. Jim
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Britain Smith
post Sep 15 2010, 10:04 AM
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QUOTE(pcar916 @ Sep 15 2010, 07:55 AM) *

QUOTE(BMXerror @ Sep 14 2010, 06:23 PM) *

Greg and Leeds got their butts kicked by another 914-6 last week in Lincoln piloted by Jonathan Jackson (third place unofficially). I have no idea who that is or what the car's all about, but maybe we should ask him what he's running. (IMG:style_emoticons/default/biggrin.gif)


Jackson (he goes by "J") is a local racer and has been at AX for lots of years. He's competitive on a tricycle. Come on down to Little Rock (War Memorial Stadium) this Sunday and run your car in the Governor's Cup AX. I just got off of the phone with him and he'll be there with the same car. Ask him yourself.


Any pictures of this car, he did damn well at Nationals.

-Britain
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pcar916
post Sep 15 2010, 12:22 PM
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QUOTE(Britain Smith @ Sep 15 2010, 08:04 AM) *

Any pictures of this car, he did damn well at Nationals.


I'm sure there are. . I'm around that car (and it's predecessor) all the time and will ask him if it's ok to take close-ups.

http://www.ozarkpca.org/photos/eve/2010/06.../_KS10664sm.htm

http://www.ozarkpca.org/photos/eve/2010/06.../_KS10516sm.htm

http://www.ozarkpca.org/photos/eve/2010/06.../_KS10517sm.htm

http://www.ozarkpca.org/photos/eve/2010/06.../_KS10510sm.htm

That's all I could find since the local SCCA site doesn't have a current Gallery.

C'ya
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SirAndy
post Sep 15 2010, 12:25 PM
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QUOTE(BMXerror @ Sep 12 2010, 05:54 PM) *
6 newbie in the planning stages here. (IMG:style_emoticons/default/happy11.gif)

Simple, buy the biggest /6 you can afford.

(IMG:style_emoticons/default/biggrin.gif) Andy
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JmuRiz
post Sep 15 2010, 02:23 PM
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Now that sounds like solid advice.
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carr914
post Sep 15 2010, 08:20 PM
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from John Holmes (IMG:style_emoticons/default/av-943.gif)
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pete-stevers
post Sep 15 2010, 10:11 PM
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QUOTE(jim dorociak @ Sep 15 2010, 08:39 AM) *

Just another thought. There is a weight issue with aluminum cases, but if you weight the lower cost at machine shop to prep a case, (no case certs needed, no oil pump modification needed) use 78/79 SC heads the port sizes are already a good size and should save you money over porting/polishing to get optimum size. It is possible to destroke the 3.0 crankshaft and make a 2.8 using standard 95mm cylinders with custom pistons being made vs the 92mm cylinders for the 2.8 engine. Jim



Crank available from Henry Schmidt...3500 plus ... me thinks for the crank
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jim dorociak
post Sep 15 2010, 10:16 PM
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Armando at CCR in the Bay area will weld and regrind crankshafts, and even has done special nascar racing rods to boot. I personally like Sir Andy's thoughts get the largest motor you can afford to buy. I do not know about you but going from 110 hp on a stock six to 300 hp on a 993 engine with a special chip sounds pretty exciting to me. Jim
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jim dorociak
post Sep 15 2010, 10:25 PM
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plus everything you touch once you start getting beyond the 2.7 and even the 2.7 you are trying to get the right compression, correct size carbs, right pistons so you can run cam for carbs, and lets not forget the port sizes - then the stock exchangers are too small and you start loosing power that you are happy to get. You get to the next 3.0 or 3.2 level and it starts all over again - custom pistons so you can run the cam, what size carbs, and now different exhaust system large enough to work with all the new parts, and are you happy now - probably not if 3.2 is great why not 3.4 and now you get to 46 or 50 pmo carbs and the 1.75" exhaust, oh twin plug distributor? It never stops ---- what about the transmission??????? at some point 915 transmission either with a Vellios kit, or Wevo shift or replica 916 shift parts and guys I am telling you it is not difficult to see where a drive train (engine and transmission) can be $15,000 up to $20000. Ouch. Do not forget the SS B&B headers with heat wow. Someone please stop me. Jim
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Britain Smith
post Sep 16 2010, 12:29 AM
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Take the guess work outta of it...buy my engine (IMG:style_emoticons/default/smile.gif)

-Britain
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jt914-6
post Sep 16 2010, 06:41 AM
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'Nother pic of J's car....

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carr914
post Sep 17 2010, 05:22 PM
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Some Teaser Shots of the 2.8 Twin-Plug RSR on early Aluminum Case (IMG:style_emoticons/default/piratenanner.gif)

T.C.

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Steve
post Sep 17 2010, 08:53 PM
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I'm running a stock euro 3.2 with stock motronic FI, factory six heat exchangers and a bursch muffler. Runs great and I did not have to modify head studs for the heat exchangers. All I needed was the Kennedy flywheel adapter.
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