Ken Haven, Honda V6
If you’re just tuning in, the About page gives the background on this project. After considering many options, I opted for the Honda/Acura J32A2 V6 for my (latest) Scorpion swap. It’s…
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Scott Haye's Lancia Scorpiacarlo, Toyota V6 & Toyota MR2 transaxle. Have pictures, need permission to share.
For future consideration, Saab-Scania B234 & transaxle.
As for the Ferrari Dino-Vittorio Jano-Lampredi 65 degree V6, that is a mixed bag in many ways.
Good as the Honda K series is, it has a number of designed in problems. Prime one is the open deck block which is not idea for cylinder stability
under significant loading. This is a head gasket stress point and why there are aftermarket cylinder stabilizers for Honda open deck blocks.
Seemingly low tech and "old fashioned" fan of closed deck alloy_thin wall cast iron blocks. They are simply more durable trading off weight.
Unless the car is going to be an all out lowest weight possible, high buck must be competitive at any cost. IMO, that thin wall alloy cast iron closed deck block is the way to go.
Four valve pent roof cylinder head with twin cams operating the valves with buckets.
High con rod to strok ratio, preferable of 2 or more.
Aprox 88mm bore, short stroke aka way under square.
Forged steel crank, nitrided journals, large flywheel connection area with pins for flywheel location.
Two main caps per con rod for proper support. Main caps must have absolute rigidity, strength and connection to the block.
These are the basic ingredients for a good performance motor.
Bernice