Commodore Valuables

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momec
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Post by momec » Sat Jun 19, 2010 7:10 pm

Doctor,
Did'nt realise there were no solid rollers available for the V6?
Can probally supply you with some free used LS lifters that are past there use by. Will check supply Monday. PM me if you want them. Converting to a solid is fine providing you can get them apart. Just chuck the squashy parts and make a solid replacement.
Mostly l deal with solid rollers and all Chevs, Holdens and Fords provide oil up the pushrods for rocker lube.
Normally we fit restrictors in the oil gallery on the supply side when solids are fitted.
Most currant Supercars are now using keyed Jesel lifters and all have bushed lifter bores with individual restrictors. We have just finished a 7000km Spintron test for V8SC running simulated laps of Bathurst.
This was for the new control cam they have mandated from this weekend at Darwin.

To check the oil supply window to your chosen lifter fit desired cam in block.
Remove oil gallery bung, (usually at rear) and drop chosen lifter in closest hole.
With torch peir down gallery and you should be looking at the hole lining up with the gallery.
Rotate cam by hand and make sure the hole stays in the window for a majority if not the whole rotation.
If it misses a lot you can slot the side of the lifter to give supply to the hole.
Some motors this process is not that easy and you have to do it mathmatically.
Race motor solid roller ducks guts good luck.

Chris
Acme Racing #251

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Dr Goggles
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dub

Post by Dr Goggles » Sat Jun 19, 2010 7:43 pm

Jeez if you were going to fiddle with it like that you could have at least dubbed over the sound of it leaving the line missing like a bastard :lol: :lol: I'll see you during the week.....

Now, in other news for the Spirit of Sunshine I hoisted the motor today and cracked off the box. The motor is an auto crank version as some will remember. When I got to the flywheel it was loose, again. The cap heads securing the crank adapter had a full turn each on them....the adapter had also galled against the end of the crank. I'm done muckin around with this adapter, we want to rev the motor harder and I don't want the flywheel to come off so I've found a manual crank , we'll get it balanced with the flywheel and we'll be able to sleep a little easier......

Oh yeah and I emptied the contents of the gearbox all-over the floor, like a dickhead...I tipped it over to work on the selectors and then left for an hour or so....when I came back the breather tube was hanging down and it was kitty-litter time :roll:
Handy Hano wrote:Doctor,
Did'nt realise there were no solid rollers available for the V6?
Can probally supply you with some free used LS lifters that are past there use by. Will check supply Monday. PM me if you want them. Converting to a solid is fine providing you can get them apart. Just chuck the squashy parts and make a solid replacement.
Mostly l deal with solid rollers and all Chevs, Holdens and Fords provide oil up the pushrods for rocker lube.
Normally we fit restrictors in the oil gallery on the supply side when solids are fitted.
Most currant Supercars are now using keyed Jesel lifters and all have bushed lifter bores with individual restrictors. We have just finished a 7000km Spintron test for V8SC running simulated laps of Bathurst.
This was for the new control cam they have mandated from this weekend at Darwin.

To check the oil supply window to your chosen lifter fit desired cam in block.
Remove oil gallery bung, (usually at rear) and drop chosen lifter in closest hole.
With torch peir down gallery and you should be looking at the hole lining up with the gallery.
Rotate cam by hand and make sure the hole stays in the window for a majority if not the whole rotation.
If it misses a lot you can slot the side of the lifter to give supply to the hole.
Some motors this process is not that easy and you have to do it mathmatically.
Race motor solid roller ducks guts good luck.

Chris
We have the poor cousin VN series 1 Chris , which is like the grey motor.... The attraction of modding the standard ones is that the oiling is right, as stated earlier they have a chamfer that lets the oil at them after the hole goes above the gallery, restriction wise drilling a smaller hole in the other side and soldering up the original one looks to be the safest option. Greg Watters pointed out that if we do bung up the standard ones it would be safer to use a proper circlip in the top than the pissy hairclip they have in them....he also felt that if we used a piece of short tube that it would be better above than below the original piston.....

As for a "spintron" my brain has been in hyperdrive about all this for the last couple of weeks and I'm not sure which night at 3am it started but for the last few days I've been thinking it'd be bloody great to have a way of running the top end of the motor AND the oiling system up to 8000rpm without the crank and pistons.....that'd make this development stuff a whole lot easier.......in my dreams....
...few understand what I'm trying to do , but they vastly outnumber those who understand why..

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gennyshovel
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Location: Broken Hill

Post by gennyshovel » Sun Jun 20, 2010 11:22 am

Would you like to borrow the patented postie bike oiling system test kit Doc?
Image
Tiny
Tiny DLRA# 484
Postiebike Racing , created & funded by TwoBob Engineering

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Dr Goggles
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tolerance

Post by Dr Goggles » Sun Jun 20, 2010 12:33 pm

Just lookin' at it T'fer ,
I reckon you need a thicker gasket between the barrel and the crankcase.....Image
...few understand what I'm trying to do , but they vastly outnumber those who understand why..

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Greg Watters
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Re: dub

Post by Greg Watters » Sun Jun 20, 2010 8:44 pm

Dr Goggles wrote:Greg Watters pointed out that if we do bung up the standard ones it would be safer to use a proper circlip in the top than the pissy hairclip they have in them....he also felt that if we used a piece of short tube that it would be better above than below the original piston.....

....
Doc i remembered why we used to space them down not up,
It was on Chryslers and there solid lifters were the same installed height as a bottomed out hydraulic, , if we spaced up, the adjustable rockers would be out of range without custom pushrods..
your results may differ :wink:

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ROSS BROWN
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Post by ROSS BROWN » Mon Jun 28, 2010 2:34 pm

Don't no if you boy's realise this place exists . among other things they specialise in performance parts for V6 buick motors, blocks ,cranks, lifters and pretty well anything ya need , pricing doesnt look to bad either.
steal ya wives purse and start spending.
REMEMBER : Its easier to ask for forgivenes than for permission :shock:
www.taperformance.com
IT IS ALL A RACE AGAINST TIME.
TIME WAITS FOR NO ONE.

HOW FAST CAN YOU GO ?

S/UF 925

blownvn
Posts: 182
Joined: Fri Jun 04, 2004 5:57 pm

Post by blownvn » Mon Jun 28, 2010 2:51 pm

ROSS BROWN wrote:Don't no if you boy's realise this place exists . among other things they specialise in performance parts for V6 buick motors, blocks ,cranks, lifters and pretty well anything ya need , pricing doesnt look to bad either.
steal ya wives purse and start spending.
REMEMBER : Its easier to ask for forgivenes than for permission :shock:
www.taperformance.com
The problem is that the '78-'87 Buick V6 has very little in common with our locally produced Holden V6. Alot of people refer to the early Holden V6 (VN-VR Commodore) as the "Buick" and while the same engine was used in '88-'94 Buick's there not much performance gear for them compared to the early GN-Buick type engines.

But it's the thought that counts. :)

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Dr Goggles
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Movement at the station

Post by Dr Goggles » Sun Jul 04, 2010 10:04 am

Last weekend I bought a VN series one manual motor , that means we can lose the adapter that we have been using to mount our flywheel on the small boss "auto" crank that we are currently using. The motor looked pretty good, hadn't been tortured. We took it bolt from bolt keeping what we can use.... We'll be sending the crank off to be balanced with the flywheel and pressure plate soon.

I have also just bought a 3 litre crank from the States, after about 2012/13 we will have wrung most of what we can from this motor and intend to follow the Jack Dolan method and destroke it to F class.In a perfect world we might get over 7500rpm from it N/A......... No-one has run F/FL or F/GL yet.......Later.

The new adjustable roller/roller tip rockers arrived from the States this week too. A mate in Milwaukee has been very helpful with forwarding items from vendors who won't ship outside the country, I was quoted over 500 bucks from an outfit in Sydney for these, they came in under 300..... I have a grudging respect for artful thieves but those guys are just dumb a'holes.


The guy who sold me the manual motor has also agreed to separate an Alloytec bellhousing from an auto so I can see what size the "hole" in the front is , that way we can work out whether it is feasible to put our shortened Aussie four-speed behind the Alloytec we have.....happy now colonel?
...few understand what I'm trying to do , but they vastly outnumber those who understand why..

harky
Posts: 164
Joined: Fri Feb 09, 2007 9:03 am
Location: Adelaide

try this

Post by harky » Sun Jul 04, 2010 7:19 pm

love the never ending development story ---dont stop
we have used MyUS (a forwarding house) to get stuff from the US when biusness s wont send out side the US cost was quite reasonable
cheers
harky
harky
DLRA #643
so far 120mph for$2000---imagine how fast I can go for $20,000

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Dr Goggles
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in the cab

Post by Dr Goggles » Sat Jul 24, 2010 8:17 pm

bit of video from the 09 meet from inside the Spirit of Sunshine ....I think you can hear the rev limiter making it miss at about 2.00 at 5200rpm....

http://www.youtube.com/watch?v=Z3yYU1hbgjI
...few understand what I'm trying to do , but they vastly outnumber those who understand why..

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Dr Goggles
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Re: Commodore Valuables

Post by Dr Goggles » Sat Nov 06, 2010 11:13 am

I went up to Norm's this week finally to pick up the diff parts that came back from Bonneville in their container, sadly I didn't have much time on my hands to chat but suffice to say it's always good seeing inside that shed. I'm not a huge fan of the licked clean billiard room style sheds that people are always raving about.....I get more of a buzz out of the crammed full ,shit all over the place types....there's good stuff everywhere you look at Norms once you've actually worked out how to get in there.....
here is the Torsen centre....
Image

and here is a tiny little 2.14:1 set
Image

Bill " Sparky" Smith had mustered the parts we needed to put together a 7.5 inch ten bolt series two Torsen centred rear end . Sparky has run a record over 300 with a 900hp big-block with one of these diffs.They come ,most importantly ,with ratios that go from 3.08,( 2.92 I think) 2.73, 2.56, 2.41 2.28 and 2.14:1 ....we got the 2.73, 2.41 and 2.14:1 sets with it and are trying to get a 2.56. Something in my bones tells me that our "sweet spot" will be somewhere between the 2.56 and the 2.41 .

This year we ran 193 with a 2.77 ~ (2.77/2.41) x 193 = 221.83mph

...however as we were only putting on 12mph/per mile last year I figured we were going to need more power to pull a lower gear set.......otherwise the only difference in our figures when we hit the last clock would be that our revs would be lower

Since I last posted we have collected the new Wade 1644a cam......pictured here up against the stock series one cam...no prizes for picking the new billet

Image

This week I also picked up the forged stainless LS-1 style roller tip roller rockers that I bought from the States. Steve Angelovski from MACE Engineering parted them, swapped them to ecotec style needle bearings and made a pedestal base plate so as to fit them to our series one heads....
as they came.....

Image

with the new needle roller bearings....

Image

and sitting on the freshly fabbed pedestal plate to fit them to the series one heads...

Image

Last weekend I got the gasket set and a brand new harmonic balancer.....the Colonel reckons the 300,000k balancer we were using had a groove in it worn by the timing cover seal that was likely the cause of our oil leak. Those rotating bits are going to Hastings to be balanced this week..........aren't they Colonel. :wink: :wink: :wink:
...few understand what I'm trying to do , but they vastly outnumber those who understand why..

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BONES
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Re: Commodore Valuables

Post by BONES » Sat Nov 06, 2010 7:56 pm

Doc
get all the crank parts balanced seperately so if necessary you can change individual parts.
The ballancer won't like it but if you change say a flywheel and it's not done you will need to strip the motor to do everything as a set again
Doc could you pm me your ph no. I should be in Melbourne on 6 Dec
cheers Bones

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Dr Goggles
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Carnage

Post by Dr Goggles » Sun Nov 21, 2010 10:04 pm

Pistons aren't supposed to look like this are they?

Image

Image

This used to be the rear main bearing

Image

Somewhere there is the explanation as to why I was having a little trouble seeing with all the vibration that was going on.... So, we're off to buy some bearings , and some pistons........In the meantime there's a brand new Alloytec on eBay so we can pay for some parts...
...few understand what I'm trying to do , but they vastly outnumber those who understand why..

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Last Minute Racing
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Location: Adelaide Hills DLRA#928

Re: Commodore Valuables

Post by Last Minute Racing » Sun Nov 21, 2010 10:21 pm

Coopers Sparkling Ale long neck with a cork in it?? :roll:

Nice looking bits from the States BTW.

Thanx
Dave
FASTER! FASTER! BANG F&^*K! F%&*K! F#$%K! s*** MORE MONEY

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ROSS BROWN
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Re: Commodore Valuables

Post by ROSS BROWN » Sun Nov 21, 2010 10:30 pm

.........Dr Von Sunflower Googles.....
Guna have to stop breeding them Nazies with dem Hippies..

Image
IT IS ALL A RACE AGAINST TIME.
TIME WAITS FOR NO ONE.

HOW FAST CAN YOU GO ?

S/UF 925

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