View Full Version : two new engine packages very interesting

10-11-2012, 09:17 AM
two interesting new motors
both with VVT


Dear Santa............................................. ...........

10-11-2012, 09:52 AM
VVT makes a lot of sense in a marine application. It should make for a very high power engine without reversion issues.

The Volvo 6.0 could be a big game changer. I'm curious if Merc has something coming out soon to compete.

10-11-2012, 09:56 AM
i was just thinking the volvo 380 in a 16 with the duo prop would be a great package

10-11-2012, 10:04 AM
that 380/duo combo would just about sink a 16....

10-11-2012, 10:08 AM
----Better in a Hornet, actually, just about perfect, Matty!!!.......Bill S

10-11-2012, 10:19 AM

the letter to the north pole just hit the post office LOL

10-11-2012, 11:14 AM
It's about time the 6.0L GM platform was picked up by the marine industry. I really don't feel it's a replacement for the BBC though since they just don't build the low end torque like a BBC. But maybe they'll prove me wrong. It certainly saves a lot of weight.

10-11-2012, 11:33 AM
Has anyone looked at the LSX 454 crate engine?
It looks like 500+ HP is available.

10-11-2012, 12:01 PM
the problem with the LSX craters, and the Volvo 6.2, is the rpm level needed to attain those HP numbers just aren't condusive to *acceptable* drive life

unless you plan on doing it every year,.... or less

10-11-2012, 12:43 PM
more specs on the volvo


looks like Ilmor also has a 6.0 at 380hp in their OPS series motors

10-11-2012, 04:29 PM
"the problem with the LSX craters, and the Volvo 6.2, is the rpm level needed to attain those HP numbers just aren't condusive to *acceptable* drive life

unless you plan on doing it every year,.... or less"

Jim, you know more about this than I do. I haven't seen a curve on either engine.
However, considering Rick's comment, a 7.4L engine w/what has to be a relatively long stroke should give some satisfying grunt.
Maybe the marine industry needs to attain some experience and pick a curve w/the best HP/torque attributes at the best engine speed of the 7.4L version..

10-11-2012, 04:41 PM
I guess i'm having a problem with this 6,000 rpm thingy, but Volvo feels the DPS is up to the task

a Bravo at 6,000 rpm? maybe not so much...

peak MPG on a single is at 4,500 rpm? really? I guess we're used to lugging around at 3200-3500 to get the same MPG..

10-11-2012, 08:00 PM
I am not sure how to digest this, but the boat they tested with was 28 feet with an 8 and a half foot beam weighing over 6800 lbs as tested the 380 pushed it to 43 mph 5000 rpm at to a max of 53 mph at 6000 rpm. just have to wonder what it would do with a boat almost half the length and a little more than a 1/3rd of that weight????

the AQ225hp small block tipped the scales at 925lbs complete with a 280 drive, the complete 380 just tips the scales about a 150lbs heavier.

10-13-2012, 10:53 AM
I just hauled my drag car down to Phoenix. The 496 in my truck will pull my 24' enclosed trailer up some pretty big hills @3200-3500 rpm's all day long. From what I've seem a 6.0L truck needs 4000-4500 rpm's to do the same with the same gearing. Maybe as George states the big ci small blocks will work but I still like the torque & HP curves of the BBC. I say this but then I have a sb 400 in my drag car. ;)

10-14-2012, 07:52 AM
funny you mentioned gears this duoprop runs on 2.14 gears they said it was up from a 1.9

trying to find the price on a complete pkg. just saw a vdrive ilmor 6.0 380hp OPS with a 1.5 tranny from 18K I would think this VP pkg would be north of 20k.

Dr. David Fleming
10-22-2012, 04:57 AM
There used to be a hot rod item for variable cam timing called the VariCam. Basically a spring loaded gear that retarded the cam. Was popular in the 1960's. The old BBC which used a cam driven distributor had its ignition timing affected by the change in cam/crankshaft phasing so the VariCam never really caught on. I supposed if Volvo is using crank triggered ignition timing this really eliminated the big disadvantage of the variable cam timing device.

The cam timing was only one idea in variable valve timing. the other was the "leakdown" hydraulic lifters designed by Rhodes that changed the duration of the cam by leaking off the oil pressure in the lifter and changing the valve open duration at low speed. This idea depended on the viscosity of the oil and overall oil loss through the crank bearings. The overall effect of the Rhodes lifters were differed greatly from engine to engine.