Frankenstein engine thoughts.....
Moderator: Doone
Frankenstein engine thoughts.....
Just some rambling thoughts....
It is my understanding (bit it would need to be verified for definite) that the later diesel direct injection Ford Ranger engines use the same engine blocks as the earlier Bongo/Ranger engines. Which would mean it would bolt into a Bongo but the heads are much bigger so it wouldn't sit between the seats without a lot of engine cover shaping if indeed it actually will fit at all.
Interestingly there is also a 3-litre version of the later Ranger engine which iirc has the same bore size but longer stroke. If piston deck heights were compatible you could use the earlier pistons from the Bongo with a Bongo head to make a 3-litre Bongo diesel.
Also the RHV4 VJ38 variable geometry turbo from the later Rangers from the pictures I have seen would bolt up to a Bongo exhaust manifold. This would give a greater and broader range of power if the variable geometry system can be controlled effectively. I haven't been able to determine yet if the variable geometry actuation is by boost pressure like a wastegate or by vacuum. Need to research a bit more
I know have tracked down a normally aspirated Ranger Diesel inlet manifold which has the intake in the middle of the manifold which I believe will help create more even flow to all cylinders, I am opening the ports on the inlet manifold into the head as on all Bongo/Ranger inlet manifolds are smaller than the ones in the head so either the ports in the head made smaller (which may help torque) or as I am going to do open up the manifold for better flow. I know have some material to make a heat shield gasket to reduce heat transfer into the incoming charge.
I am mounting the inlet manifold upside down to fit and routing the boosted air from the turbo through a heat exchanger and round the back of the block to the inlet manifold.
The air filter setup I have utilises a ford ranger airbox pipe to a Pipercross Venom enclosed filter which will eventually have a cold air feed from the front of the Bongo when I remove the intercooler pipework
My head is ported any way but would like to go for a new head as I have some ideas to gain more swirl for better combustion using porting, seat and cam modifications.
Russ
It is my understanding (bit it would need to be verified for definite) that the later diesel direct injection Ford Ranger engines use the same engine blocks as the earlier Bongo/Ranger engines. Which would mean it would bolt into a Bongo but the heads are much bigger so it wouldn't sit between the seats without a lot of engine cover shaping if indeed it actually will fit at all.
Interestingly there is also a 3-litre version of the later Ranger engine which iirc has the same bore size but longer stroke. If piston deck heights were compatible you could use the earlier pistons from the Bongo with a Bongo head to make a 3-litre Bongo diesel.
Also the RHV4 VJ38 variable geometry turbo from the later Rangers from the pictures I have seen would bolt up to a Bongo exhaust manifold. This would give a greater and broader range of power if the variable geometry system can be controlled effectively. I haven't been able to determine yet if the variable geometry actuation is by boost pressure like a wastegate or by vacuum. Need to research a bit more
I know have tracked down a normally aspirated Ranger Diesel inlet manifold which has the intake in the middle of the manifold which I believe will help create more even flow to all cylinders, I am opening the ports on the inlet manifold into the head as on all Bongo/Ranger inlet manifolds are smaller than the ones in the head so either the ports in the head made smaller (which may help torque) or as I am going to do open up the manifold for better flow. I know have some material to make a heat shield gasket to reduce heat transfer into the incoming charge.
I am mounting the inlet manifold upside down to fit and routing the boosted air from the turbo through a heat exchanger and round the back of the block to the inlet manifold.
The air filter setup I have utilises a ford ranger airbox pipe to a Pipercross Venom enclosed filter which will eventually have a cold air feed from the front of the Bongo when I remove the intercooler pipework
My head is ported any way but would like to go for a new head as I have some ideas to gain more swirl for better combustion using porting, seat and cam modifications.
Russ
- mikeonb4c
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Re: Frankenstein engine thoughts.....
Ye Gods! I'm looking forward to seeing how this one develops.
In Part 2 we'll be looking at how to improve the handling of the Bongo....cos it's sure going to need it with all that extra power on board
But seriously - good luck and keep us posted. It sounds very interesting. In passing, later model Bongos have variable vane turbos I think?
In Part 2 we'll be looking at how to improve the handling of the Bongo....cos it's sure going to need it with all that extra power on board
But seriously - good luck and keep us posted. It sounds very interesting. In passing, later model Bongos have variable vane turbos I think?
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Re: Frankenstein engine thoughts.....
Or just get a petrol V6 .. and tweak that up .. ??
JAL Mushroom roof,12/240v, fridge, cooker, sink, LPG V6 .. (written off @ £5500 Nov 2016)
Re: Frankenstein engine thoughts.....
There is a 3-litre V6 version the Aussies like tuning up! Read an article about someone fitting twin turbos to the 3-litre and put it into a retro "ute"
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Re: Frankenstein engine thoughts.....
BoringggggggmikeWalsall wrote:Or just get a petrol V6 .. and tweak that up .. ??
Re: Frankenstein engine thoughts.....
A 3-litre petrol v6 but it didn't come in the Bongo....
Re: Frankenstein engine thoughts.....
Can it be tweaked up?mikeWalsall wrote:Or just get a petrol V6 .. and tweak that up .. ??
I tweaked my old diesel but that had a mechanical pump that had lots of adjustment options.
" it's not rocket surgery! "
Re: Frankenstein engine thoughts.....
I also shimmed the wastegate actuator to allow a little more boost, that helps a lot
Re: Frankenstein engine thoughts.....
Freer flowing air intake and exhaust always helps any engine.
A petrol engine needs its fuelling with defined margins, further modifications would require remapping (as opposed to tweaking the rather archaic but purposeful diesel pump)
The was a 206bhp 3.0 DOHC version of the petrol engine only available in the 626S - happy hunting!
A petrol engine needs its fuelling with defined margins, further modifications would require remapping (as opposed to tweaking the rather archaic but purposeful diesel pump)
The was a 206bhp 3.0 DOHC version of the petrol engine only available in the 626S - happy hunting!
Re: Frankenstein engine thoughts.....
The Ford Probe/Mazda MX-6 has a more powerful version of the bongo 2.5 V6 with variable inlet manifold etc. 175bhp iirc.
- mikeWalsall
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Re: Frankenstein engine thoughts.....
Any engine can be made to fit anything ... but the Ford Probe /Mazda MX-6 are not in the same family of engines as the Bongo ...
The Bongo uses the Mazda 929 2.5 quad cam 24 valve V6 ...
Maybe the 929 3.0 single cam 18 valve would fit .. but that's maybe a backwards move ..
The Bongo uses the Mazda 929 2.5 quad cam 24 valve V6 ...
Maybe the 929 3.0 single cam 18 valve would fit .. but that's maybe a backwards move ..
JAL Mushroom roof,12/240v, fridge, cooker, sink, LPG V6 .. (written off @ £5500 Nov 2016)
Re: Frankenstein engine thoughts.....
Turbos......
Been looking at Kia Sedona 2.9 IHI RHB5 turbos, little bit bigger and higher rated engine, turbo is ball bearing. Mounting flange on manifold would need opening up and compressor housing moved around (clocked) but they are very cheap £35
Isuzu Trooper et al 3.0 straight fit but compressor needs clocking, roller bearing but expensive £120+ but proven upgrade for Ranger models.
RHV4 variable geometry, ball bearing, as on latest Rangers, straight fit apart from compressor clocking but need to accurately actuate variable vanes. £150
Been looking at Kia Sedona 2.9 IHI RHB5 turbos, little bit bigger and higher rated engine, turbo is ball bearing. Mounting flange on manifold would need opening up and compressor housing moved around (clocked) but they are very cheap £35
Isuzu Trooper et al 3.0 straight fit but compressor needs clocking, roller bearing but expensive £120+ but proven upgrade for Ranger models.
RHV4 variable geometry, ball bearing, as on latest Rangers, straight fit apart from compressor clocking but need to accurately actuate variable vanes. £150
Re: Frankenstein engine thoughts.....
Hi Mike, I was only going on what I had read which suggested that the Probe/MX6 V6 was the same base engine. I can't find much reference to the 3-litre quad cam lump.
- mikeWalsall
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Re: Frankenstein engine thoughts.....
Dunno about a 3.0 quad cam lump .. the 929 3.0 is only a single cam 18 valve ..
To be honest .. for a narrow .. tall .. camper van with the aerodynamics of a house brick I am quite happy with my V6 as it is ..
To be honest .. for a narrow .. tall .. camper van with the aerodynamics of a house brick I am quite happy with my V6 as it is ..
JAL Mushroom roof,12/240v, fridge, cooker, sink, LPG V6 .. (written off @ £5500 Nov 2016)
Re: Frankenstein engine thoughts.....
Yes, it does move when you want it to but you need to be heading over the 4500rpm mark, which is enjoyable in its own way ( occasionally ) but for me, coming from the diesel for 7 yrs, it's not a natural rev range to explore.mikeWalsall wrote:Dunno about a 3.0 quad cam lump .. the 929 3.0 is only a single cam 18 valve ..
To be honest .. for a narrow .. tall .. camper van with the aerodynamics of a house brick I am quite happy with my V6 as it is ..
I'm getting used to it though
" it's not rocket surgery! "