Crazy Jay
|
 posted on 12/4/05 at 07:56 PM |
|
|
V6 cosworth
Was jus wondering for a future project, does the granada scorpio cosworth engine fit the sierra xr4x4 gearbox system and are the sumps the same for
the front diff??
Cheers
(p.s has any1 ever used the V6 cosworth in a kitcar, cause there is loads on ebay and the hav 192 brake!!!)
[Edited on 12/4/05 by Crazy Jay]
|
|
|
|
|
MikeR
|
| posted on 12/4/05 at 10:24 PM |
|
|
not yet but the next project probably will ........
|
|
|
paul_mcq
|
| posted on 13/4/05 at 12:30 AM |
|
|
crazy jay and my self are in the planing of making a rover 11o ascot into a 4 wheel drive race car using the sierra gear, with some majior front end
subrame work to be done, lol
|
|
|
NS Dev
|
| posted on 13/4/05 at 07:15 AM |
|
|
Yes, of course it fits, the block is the block used on the 2.9 12v v6, no difference at all. This is also the downside, it is NOT light! The big alloy
cossie heads weigh much the same as the smaller cast iron 12v ford ones so all up the weights are similar.
Sounds brill though and they are usually making a fair bit more power than quoted by the manufacturers as std (usual Cosworth practice to underquote
unlike other makers!)
A friend of mine put a totally std one on the dyno and it made 206hp, on std injection and exhausts.
|
|
|
scoobyis2cool
|
| posted on 13/4/05 at 09:24 AM |
|
|
Sounds like it could be a really interesting engine to use, would definitely like to see how that turns out!
Are there any problems in the engine bay, I'm thinking it might be tricky to get the steering shaft around the engine?
Do you know how much the engine weighs?
Pete
It's not that I'm lazy, it's that I just don't care...
|
|
|
paul_mcq
|
| posted on 13/4/05 at 11:25 AM |
|
|
the plan is to cut the iner acrhs in the front of and make a full new front sumframe to blot on to the chassie. and a fibre glass flip front
|
|
|
Liam
|
| posted on 13/4/05 at 11:42 AM |
|
|
Lots of people put the 24 cossy engine in sierra xr4x4s. So fitting the box and the 4x4 sump is no problem.
If I were you I'd just fit the original sierra 4x4 alloy subframe in your car rather than make a new one. That way you have the engine mounts,
suspension arms, rollbar, steering rack all done for you.
If you're interested I have a complete 4x4 front subframe i want rid of. Includes front suspension, hubs, shafts, brakes etc; power steering
rack and lower uj; v6 4x4 sump with front diff and intermediate shaft.
Liam
|
|
|
paul_mcq
|
| posted on 13/4/05 at 11:48 AM |
|
|
the front subframe is going to be simluar to the locost cuz we thinging of useing the mk or so wishbones front and rear. it will be better handling
than the orignal running gear.
P:S does any one now bout turbo kits for them???????????? cheers
|
|
|
ned
|
| posted on 13/4/05 at 11:50 AM |
|
|
turbo technics did a kit for a cologne v6, don't know if it fits the cosworth, doubt it as the heads are different, so would require different
manifolds..
Ned.
beware, I've got yellow skin
|
|
|
NS Dev
|
| posted on 13/4/05 at 12:04 PM |
|
|
Hmmmmmmmm, interesting!
My mate (though haven't seen him for years) undertook a few "non standard" mods with his V6!!!!!!!!!!!!!!!1
First off it was installed in a semi-spaceframed mk1 escort sprint car, a 12v v6 at the time, and fitted with a whacking great single turbo from some
van or something. Loads of lag but went round mallory like the clappers!
He then put this engine into an Xr4i shell and fitted twin turbos, very similar to the TT280 conversion from Turbo Technics, and converted it the next
season to 4wd. At this point it started blowing up transmissions with some regularity so he used the Type 9 based XR4x4 gearbox and put quaife
internals in it, this lasted a couple of races at a time between rebuilds!
He then put a 24v cossie v6 in and stuck the turbo gubbins onto that. The following year was the big evolution!!!!!!!!!!!!!!!!!!!!!!!!!!
The 24v engine received a 3.7 litre stroker steel billet crank, forged low expansion alloy pistons, steel billet rods, etc etc etc. He then made a
very nice pair of stainless tubular exhaust manifolds to feed the turbos, and a beautifully made pair of ally log-type inlet manifolds with inlet
trumpets incorporated into them to feed separate runners to each inlet port, with nice lasered alloy flanges on the ends. A HUGE intercooler was then
fabricated and ran as two separate coolers, with end tanks each end and a double tank on the middle, so each turbo supplied the outer bottom end of
the cooler and fed the inlet via the inner top end of the tanks, looked like a plumbing masterpiece!!!! It then used an aftermarket mappable ecu and
was mapped on the dyno. made a fair amount of power you could say........................725hp + over 600lbft of torque (if I remember correctly, was
a long time ago!)
It was then installed into an old Escort Cosworth bodyshell with an ex ford motorsport 4wd system (still broke regaularly!!)
needless to say it was pretty quick!!!
|
|
|
saigonij
|
| posted on 13/4/05 at 01:02 PM |
|
|
i have one in my capri.
fantastic engine.
|
|
|
jambojeef
|
| posted on 13/4/05 at 02:47 PM |
|
|
I have one in its native environment! The beautiful scorpio 24v! If you can, find the later 24v Scorpio engine with the variable length inlet tracts.
Loads more torque and ponies. Come out of post 95 Scorpio (The Bug Eye)!
|
|
|
Mr G
|
| posted on 13/4/05 at 02:52 PM |
|
|
The restrictive part of the engine is the manifold. Also the later 24v's fitted in the bug eyed granadas have variable inlet length with is not
worth the hassle. You'll also want to make sure the donor is the single fusebox variety and not the double which is a b@stard to strip down.
Turbo, twin turbo, supercharged,nos - take your pick.
Fitz at top boss got the ball rolling HERE
Madoldbugger created a website HERE
Stu made another HERE
Dodger has a twin turbo 24v known as 'black ice' but I can't find any links/info at the mo.
Pop over to interford.co.uk who have every answer to every question you could think of 
Cheers
G
Normal is getting dressed in clothes that you buy for work and driving through traffic in a
car that you are still paying for - in order to get to the job you need to pay for the clothes
and the car, and the house you leave vacant all day so you can afford to live in it.
|
|
|
Mr G
|
| posted on 13/4/05 at 02:54 PM |
|
|
Lol you posted that while I was getting my post together, spooky
Normal is getting dressed in clothes that you buy for work and driving through traffic in a
car that you are still paying for - in order to get to the job you need to pay for the clothes
and the car, and the house you leave vacant all day so you can afford to live in it.
|
|
|
jambojeef
|
| posted on 14/4/05 at 10:55 PM |
|
|
Why do you say the variable inlet tract isnt worth the hassle? In my experience of variable inlet tracts they can make a huge difference to
driveability enabling you to exploit the nice wde powerband a big v6 should have?
|
|
|
saigonij
|
| posted on 15/4/05 at 01:46 PM |
|
|
i think they are not worth the hassle as you need to be able to control them ( electronic control ) and the stock ECU that comes from the donor car is
hard to wire in -> its integrated with the PATS system for starters, and is not just an ECU, its a PCM, so it controls a whole lot more than just
the engine.
not sure of any custom ECU's that coudl control it, although the Emerald ECU can control the VVC on a Rover K series, so it might be a start -
who knows.
|
|
|
jambojeef
|
| posted on 15/4/05 at 09:34 PM |
|
|
Agreed! It is a bit of a faff using the original stuff - I looked into doing the conversion using the later engine in my scorp and decided it was too
much hassle.
Having said that - it seems like an advantage too good to miss to me - my mates Corrado VR6 runs a variable length inlet system not tied to the engine
management system and runs off manifold vacuum and revs.
When compared to de-catting, exhausts, air filters and cams - this had the greatest effect on drivability - surely someone can be bothered to do
it!!?
Besides - think of the fun!?
|
|
|
