<VV> Dream engine...If I won the lotto...

[Rick Loving]

No, there are 2 trains of thought here, both center around cooling.

	The biggest enemy of the performance Corvair motor is heat, in
regards to head temps.  There are two schools of thought for and against
using a two carb head vs. the 140 4 carb head. 

	Some will support that using the 2 carb head on a turbo is
better as the head has physically head more material to absorb and
dissipate heat.  They also feel that due to the pressured intake from
the turbo, the large valve area of the 140 is not needed as the air will
be forced in anyway.

	Others will support that the quicker you get the hot exhaust out
of the head the less heat will be absorbed.  Using a 140 you will get
the benefits of the larger valves along with the larger exhaust
passages.  These passages properly ported and flow tested along with an
angled exhaust system will allow the exhaust gasses to flow faster thru
the head.  The additional exhaust path will also allow plenty of space
to have the exhaust passages ceramic coated to further reduce heat
transfer. Not only will the heat have less time to be absorbed, it will
have to work thru the thermal barrier as well.   

	Give that the motor will be a FI, water injected, inter-cooled,
high efficiency, twin turbo, the incoming air charge will be much cooler
(hopefully near ambient temps) than the stock drawthru turbo set-up.
Much of the heat that a stock turbo encounters is created before the
exhaust. It is estimated to be a couple hundred degrees before it hits
the head from the compressor wheel heating up the air due to friction.

	I would not run an engine mounted oil cooler at all, but just
rely on the oversized remote oil cooler, so I could force 100% of the
cooling air thru the heads.  Proper sealing of the top shroud all around
the perimerter and careful clearancing of the center fan would provide
maximum air flow.  Quite possibly a non stock diameter pulley would be
selected to provide maximum, non cavitating, air pressure thru the heads
at a specific target RPM.  

Rick Loving





-----Original Message-----
From: Patten Del R Civ AFRL Det 8/PKMA
[mailto:del.patten@kirtland.af.mil] 
Sent: Wednesday, July 28, 2004 10:31 AM
To: 'Rick Loving'
Subject: RE: <VV> Dream engine...If I won the lotto...

  You must have missed something in there Rick??!!   So why are the
reworked
140 heads better than stock turbo??  Is it because you are twin
turboing??  

  Del Patten...CNM

-----Original Message-----
From: virtualvairs-admin@corvair.org
[mailto:virtualvairs-admin@corvair.org]On Behalf Of Rick Loving
Sent: Tuesday, July 27, 2004 7:03 PM
To: chapmanmd@charter.net
Cc: virtualvairs@corvair.org
Subject: RE: <VV> Dream engine...If I won the lotto...


Here we go...money is no object...

Big Bore-3+ liter thru 94MM (or larger) Nikasil jugs and forged Arias or
JE pistons/custom rods with ARP nuts and bolts

Custom made billet stroked crank for added displacement

Rad Sedman's hydraulic lifter roller cam set-up 

140HP heads with welded up and re-machined squish area for ultimate
detonation free running.

(Maybe I can afford to have my own heads designed and CNC's to my
spec's)

Heads will have extra deep staked seats, bronze valve guides, stainless
valves, roller rockers 

Heads will have relocated spark plug holes for bigger plugs with ideal
spark placement.

Heads will have been thoroughly ported and flow tested including slant
tube exhaust into custom stainless exhaust.

Ceramic coat tops of pistons and combustion chambers to keep heat in
exhaust path and out of head.

Custom exhaust from slant tubes down, will be thermal barrier coated and
wrapped and feed into 2 small ball bearing turbos, that push into a
right and left fender installed intercoolers (cooled with puller fans
and scoops on top of fenders for when at speed) Everything before the
intercoolers will be thermal coated and wrapped to keep heat in and not
radiating out.

Both intercoolers dump into Duane Cartright FI intake

Water injection is provide by Warren Leveques boost powered water
injection system.

Ray Sedmans Safeguard will provide anti-detonation and timing controls.


Front mounted oil cooler with relocated filters, deep oil pan with deep
pickup thru 3/8 alum plate between pan and block.  Matching 3/8 alum
plate on top of block under bearing housing.

Block.case halves will have extra pins machined into area of mating
surface to keep halves from shifting under heavy loads.

Oli squirter and internal baffles to direct/redirect oil in case.

Fluid damper to replace stock harmonic damper

Distributor-less, high output ignition

Dash mounted variable wastegate to control boost

Rick Loving
Dreaming in Greensboro NC
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