As for the vr6 how much does it weigh? It has an iron block and two more pistons than an ecotec, it has to be pushing 500 lbs. Anyone know?
Knowledge is power!!!!!!!!!!!!!!!! Power is acceleration...nothing more. We are also ONLY talking the most common 2.8 Liter 32 valve version VR6 (201HP @ 6000 RPM)/200ft/lb @ 3200RPM) as there are other versons offered which make almost 300HP!!!
It was developed by the Volkswagen Group in the late 1980s, and evolutions of the original variant are STILL produced by them.
It is technically closer to an inline engine, but with the two banks of cylinders offset and tilted from each other by a narrow angle of either 10.6 or 15 degrees - instead of the more common 45°, 60°, or 90° as found on conventional Vee engines.
VR6 engine is a more compact size than a conventional V6 design. The narrow angle of 15° between the two 'rows' in the VR6 engine is a more compact size than a conventional V6 design. It has an engine displacement of 2.8 litres, although some European engines had a displacement of 2.9 litres (this variant identified by the "ABV" engine ID code). The cylinder bore diameter is 82.0 millimetres (3.23 in), and the piston stroke is 90.0 millimetres (3.54 in). The "Vee" angle is 15°, and the compression ratio (CR) is 10:1. The one-piece cylinder block and crankcase is made from pearlitic grey cast iron with microalloyed steel (microalloy).
VR6 weight is 180 Kg. (~396 lbs) actual weight.
Weight of an Ecotec is 350lbs for a complete engine as a comparison!!
More info on the VR6 than you'll probably ever need:
I did own a Golf GTI VR6 back in 2004? Very smooth and powerful engine in that stock form...don't have any quantitiative reliability info though. My personal experience is the engine NEVER gave me a problem...that doesn't mean it will make a good race engine though...
If I can find a resonable adapter option, I might test one in sportsman next year...
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With no real proof, I beleive your numbers of WEIGHTS are off. ECO weighs 350lbs? Numbers I've seen posted at samba are under 300lbs for complete engine package (but nothing definitive). Aluminum block, aluminum heads and only 4cy and you claim there is only a 50lb difference between that and an iron block with 6cyl?
I'm just not drinkin that kooaid.
But whatever, even if true. It's a 6cyl! IE Jar of Mayonayse.
The difference between perseverance and obstinacy is that one comes from a strong will, and the other from a strong won't.
Which ONE? I don't know much about these. Point me to some info. (sorry if i missed it somewhere before)
Wheezy,
It is the Ford Dura Tec engine. BITD allows the 2.0 in the class 10 and Ford just came out with a 2.3l that we are hoping will be approved. Banning has been running the 2.0L in their cars and I believe Ford is offing some payout money in class 1000. This is the engine we (Steve0we, Allen, and I) have decided to Run in our 10 car and are wanting to convert the 5U over so they are the same engines. We are just waiting for final approval before we decide 2.0 or 2.3.
Give Steve0we a call and he can fill you in on what we have found out about it.
With no real proof, I beleive your numbers of WEIGHTS are off. ECO weighs 350lbs? Numbers I've seen posted at samba are under 300lbs for complete engine package (but nothing definitive). Aluminum block, aluminum heads and only 4cy and you claim there is only a 50lb difference between that and an iron block with 6cyl? I'm just not drinkin that kooaid. But whatever, even if true. It's a 6cyl! IE Jar of Mayonayse.
Ahh, the true words of a ECOTEC fanatic...LOL!! Did you buy one yet...put your wallet where your mouth is...or put your wallet where you ECOTEC ideology is...just buy a ECOTEC package and run it...show us all, PLEASE. Kinda a "build it and they will come" ideology...
For me, I am considering this relatively seriously with the VR6...or I might build a T4...I never had a problem with that engine anyway...LOL!! Class-5 fanatics unite!!!
I have no intentions of
1. Extending my cage
2. Buying a radiator
3. WIRING
4. Throttle setup
5. Adapter Plate
6. Powersteering adapter
7. ETC.
UNTIL IT IS LEGAL - I want to race and I want to race C5u.
The difference between perseverance and obstinacy is that one comes from a strong will, and the other from a strong won't.
It is the Ford Dura Tec engine. BITD allows the 2.0 in the class 10 and Ford just came out with a 2.3l that we are hoping will be approved. Banning has been running the 2.0L in their cars and I believe Ford is offing some payout money in class 1000. This is the engine we (Steve0we, Allen, and I) have decided to Run in our 10 car and are wanting to convert the 5U over so they are the same engines. We are just waiting for final approval before we decide 2.0 or 2.3. Give Steve0we a call and he can fill you in on what we have found out about it. NOW!!!! Lets Go Racing!!!!!!!!!!!!!!!!!
They are running the duratec in class-1100/12. It is a BS deal...you need to buy a NEW motor...only from their one and only supplier!!! Also, SCORE has rejected this option in class-12 and went with the low compression higher displacent T-1 in class-12...also legal at MORE, SNORE and BOR! ...much to Casey's distress! I had talked to Casey Folks about the Class-12 rules and he is unmoving...thus we do not race BITD events in class-12 this year.
The payout money for the Ford powerplant is for class-1100/12...I bet BITD is gettign money too...mark my words...otherwise they (Casey) wouldn't be so unmoving on the new class-12 option everyone else has adopted...
Can you confirm that the duratec is also legal in class-10 at BITD? Didn't know that. Who is running that? I thought Banning MS ran class-1100?
They are running the duratec in class-1100/12. It is a BS deal...you need to buy a NEW motor...only from their one and only supplier!!! Also, SCORE has rejected this option in class-12 and went with the low compression higher displacent T-1 in class-12...also legal at MORE, SNORE and BOR! I had talked to Casey FOlks about the Class-12 rules and he is unmoving...thus we do not race BITD events in class-12 this year.
The payout money for the Ford powerplant is for class-1100/12...I bet BITD is gettign money too...mark my words...otherwise they (Casey) wouldn't be so unmoving on the new class-12 option everyone else has adopted...
Can you confirm that the duratec is also legal in class-10 at BITD? Didn't know that. Who is running that? I thought Banning MS ran class-1100?
This is from the 2012 BITD Rule Book and you are correct about Banning. I wish it was clearer.
Knowledge is power!!!!!!!!!!!!!!!! Power is acceleration...nothing more. We are also ONLY talking the most common 2.8 Liter 32 valve version VR6 (201HP @ 6000 RPM)/200ft/lb @ 3200RPM) as there are other versons offered which make almost 300HP!!!
It was developed by the Volkswagen Group in the late 1980s, and evolutions of the original variant are STILL produced by them.
It is technically closer to an inline engine, but with the two banks of cylinders offset and tilted from each other by a narrow angle of either 10.6 or 15 degrees - instead of the more common 45°, 60°, or 90° as found on conventional Vee engines.
VR6 engine is a more compact size than a conventional V6 design. The narrow angle of 15° between the two 'rows' in the VR6 engine is a more compact size than a conventional V6 design. It has an engine displacement of 2.8 litres, although some European engines had a displacement of 2.9 litres (this variant identified by the "ABV" engine ID code). The cylinder bore diameter is 82.0 millimetres (3.23 in), and the piston stroke is 90.0 millimetres (3.54 in). The "Vee" angle is 15°, and the compression ratio (CR) is 10:1. The one-piece cylinder block and crankcase is made from pearlitic grey cast iron with microalloyed steel (microalloy).
VR6 weight is 180 Kg. (~396 lbs) actual weight.
Weight of an Ecotec is 350lbs for a complete engine as a comparison!!
More info on the VR6 than you'll probably ever need:
I did own a Golf GTI VR6 back in 2004? Very smooth and powerful engine in that stock form...don't have any quantitiative reliability info though. My personal experience is the engine NEVER gave me a problem...that doesn't mean it will make a good race engine though...
If I can find a resonable adapter option, I might test one in sportsman next year...
Can you please cite where you found the weight info? I looked all through the wiki pages and didn't find anything about the weight. I just find it very hard to believe it is under 400 lbs. Prove me wrong
As for the ecotec option we jumped on the band wagon and have no intentions of turning back. Whether we race class 5 ever again doesn't matter to us at all. The Ecotec IS a great engine for this class. For anyone who's never ridden in a car with one DO IT! You will be pleasantly surprised, Unless you are a diehard VW aircooled fan in that case your so stuck in the stone ages nothing could sway your thoughts Ha Ha Joking VW guys
And I do feel qualified on saying this as I raced a 2.8 liter Major Type IV for 5 seasons in the late nineties and early 2000's. The type four does have more grunt down low, but the ecotec is better power up top. The variable valve timing in the 2.4 Ecotec works amazing! When our car hits about 3200-3500 the power really comes on and pulls very strong right up to 6500rpm. The fuel injection is a huge advantage for drive-ability as well.
Seriously though, we just wanted a reliable engine that could fit in "some" as in multiple classes (class 10 or 3000) and we wanted to get away from aircooled, too expensive to make go fast...
As far as weight our full bodied 5 car with ecotec tips the scale at just over 2200lbs with 10 gals of fuel
All weight data came from forums on the internet (yea, I knwo the internet is not a scientific reference library...according to my Astrophysics Professor)...one guy had a picture of the VR6 sitting on a scale and took a picture of it...you could read the scale and there didn't appear to be any hijinx...
You can look at the engineering layout of the engine and figure out why this V6 is lighter and smaller than others...it is VERY compact for an engine of this displacment! It also manages to use only 2 overhead cams versus 4 to run the 24 Valve motor!! Less steel means less weight. The reason VW went with this near vertical V-design is they wanted to drop a 6 cylinder motor in the engine compartment of compact cars (i.e. Golf/New Beetle/Jetta). This compact size and weight meant the did not need to significantly redesign their car body designs to get it to fit...cool deuchland engineering!!!
If it was important at this phase, I could find the link...
Originally Posted by ksmith
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