I actually thought that they were tunable but what do i know !! Not a lot…
Hey! Don’t doubt yourself. There maybe a few drawbacks, but it doesn’t instantly make it a bad engine, it just means it has it good and bad points - just like any in line four.
When I went on about engine imbalance,(simple explanation here: http://www.e31.net/engines_e.html) it’s simply from a theoretical viewpoint and as Randy’s Nissan shows, along with plenty of others out there that they can be made to work and work damn well. Dont forget the 1500cc Renault and Honda Turbo V6s in F1 in the 80s were getting huge power too.
Against a gearbox that kills the PG1 dead
A better (published) curve
More power all over
You try to make the point but the truth is its not a lot of extra weight for the K20 when actually in place, these figures have been out the public domain for nearly twelve months now so its maybe time to stop floggin that particular dead horse.
Simon,
you mention BHP figures of over 300 for the V6 engine; How easily is this obtained ? and what costs would be involved ?
Also would it be a reliable 300 BHP and what would it rev to in anger on the track ?
Last but not least does a tuned KV6 make a good sound through a sports exhaust ?
I know QED did a 300+ BHP KV6 for a hillclimber and advertised it as well, but it was expensive (>�10K) and bulkier (and I heard heavier than a K, but don’t know how much)
I know Rover used it on the BTCC cars at some stage and then reverted back to the K, mentioning something abouth handling, the extra KV6 weight was detrimental to handling on track apparently.
It should bolt on to the PG1 directly, but how would you fit it in the engine bay? Would probably need modifying the subframe, or installed longitudinally, meaning a different (expensive) gearbox like a Hewland.
I know > QED > did a 300+ BHP KV6 for a hillclimber and advertised it as well, but it was expensive (>�10K) and bulkier (and I heard heavier than a K, but don’t know how much)
I know Rover used it on the BTCC cars at some stage and then reverted back to the K, mentioning something abouth handling, the extra KV6 weight was detrimental to handling on track apparently.
It should bolt on to the PG1 directly, but how would you fit it in the engine bay? Would probably need modifying the subframe, or installed longitudinally, meaning a different (expensive) gearbox like a Hewland.
Reliability? who knows!
Struggling to remember who does then but someone is offering crated KV6 2.5 @ 320(?) for 15k.
I heard 12k for QED but thats a comment made in passing.
I know the durex guys have proven that the PG1 is not as inclinded to turn up its toes as has been claimed but I think 300+bhp is likely to be a bit beyond it so add to that the cost of a decent gearbox.
Isn’t it a bit shorter than the four banger? So should fit in, main issue would be the width IIRC its quite wide? So either crazy drive shaft angles or canted right back. Then the exhaust to sort out . . . . .
Yeah I think with Steve’s car now you simply drop the ‘K’ from ‘Kg’ Serious car man, properly light. Awesome attention to detail.
It is a bit of a moving target - evrytime you think he has stopped he finds something else to throw away, drill holes in or replace with some lighter than air material.
And then the git goes and throws a 250bhp engine in it.
Even if I threw all the bits out and dropped the fuel down its still a good 100kgs lighter than my old shed.