LOLA T 294 HU 81

Possibly the most unusual T294 to have competed is Pietro Raddi's car, HU81, which is powered by a 2-litre Mercury engine from a powerboat. Pietro tells us something of it's history:

"During the '80s I was in hillclimb races in Spain, with a Gr6 LOLA T294-BMW 2000 (torque 30mKg)
I change the engine 4 stroke with a 2 stroke - V6 - 2000cc- EFI MERCURY from the powerboat championship FONDA SERIE, that I raced i

The Engine was fitted in vertical position, with a 90° gearbox to enter in the Hewland.
Torque was changed from 2000rpm to from 6000rpm. giving 36mKg and rpma until 9000rpm
Exaust Sound it was wonderful...like a 12 cyl 4T
Some races hillclimb won....untill the year after, the Federacion Automoibilistica Espanola, made a rule change-----engine must be 4T.........and the dream finished.

I think that would be interesting that I write a little history of the construction phases.

FIRST TRIAL: the car was going in reverse with 5 gears.....because the rotation of engine was contrary.....it was very easy to change as 2T, only changing the start engine and other regulation.

I started with a 6 carburettor Mercury V6 2000 stock race engine in USA....after an injection EFI, with inboard variation by driver of EFI injection during the race in hill climb, to compensate the air-pressure variation from down to top of the hill.......after trial with 6 separate pipes 2T... with 3 in 1 + 3 in 1, that was the best torque: 36 mKg

The position vertical was necessary because the low LOLA T294, has not enough distance to the floor for an horizontal positioning, and also because the outboard is built to be vertical (lubrication of bearings by oil-mixed with gasoline)

TORQUE: it was for a race powerboat catamaran with maximum at 3-6.000 rpm...and after only high revolution with almost no big torque, for maximum speed when is flying on the water(from 80 miles to 140 miles)
I had to modify the range of torque: from 6000rpm to 9000rpm and use the gearbox.

COOLING: from sea constant cold water temperature (16°C) at high pressure, I had to cool with water pump pressure, wider holes, 3 radiators, but was not the same low temperature of working, but higher. This cause a problem of floating pistons in the cylinders, so I had to mount bigger pistons, not loosing power, that in the 2T it is proportionally to low clearance...until grip and break all.

FUEL: AV-GAS 100-130 NO, with Motul oil 2T competition use at 5%
Consumption it was very high: 2 ltr per Km. But the Spanish races were short.

DRIVING HAND: I changed from right drive to left drive, just modifing the drive box and fiberglass body, because we drive every day left-drive, and at high speed in turns, every little error becames big.
FEDERACION ESPANOLA AUTOMOBILISMO: the first year they were looking, but the year after decide to change the rules, and write a new article in the GR6....ENGINE HAS TO BE 4T!. Because many drivers were claiming against me and the 2T's power."
Possibly the most unusual T294 to have competed is Pietro Raddi's car, HU81, which is powered by a 2-litre Mercury engine from a powerboat. Pietro tells us something of it's history:

"During the '80s I was in hillclimb races in Spain, with a Gr6 LOLA T294-BMW 2000 (torque 30mKg)
I change the engine 4 stroke with a 2 stroke - V6 - 2000cc- EFI MERCURY from the powerboat championship FONDA SERIE, that I raced in.

The Engine was fitted in vertical position, with a 90° gearbox to enter in the Hewland.
Torque was changed from 2000rpm to from 6000rpm. giving 36mKg and rpma until 9000rpm
Exaust Sound it was wonderful...like a 12 cyl 4T
Some races hillclimb won....untill the year after, the Federacion Automoibilistica Espanola, made a rule change-----engine must be 4T.........and the dream finished.

I think that would be interesting that I write a little history of the construction phases.

FIRST TRIAL: the car was going in reverse with 5 gears.....because the rotation of engine was contrary.....it was very easy to change as 2T, only changing the start engine and other regulation.

I started with a 6 carburettor Mercury V6 2000 stock race engine in USA....after an injection EFI, with inboard variation by driver of EFI injection during the race in hill climb, to compensate the air-pressure variation from down to top of the hill.......after trial with 6 separate pipes 2T... with 3 in 1 + 3 in 1, that was the best torque: 36 mKg

The position vertical was necessary because the low LOLA T294, has not enough distance to the floor for an horizontal positioning, and also because the outboard is built to be vertical (lubrication of bearings by oil-mixed with gasoline)

TORQUE: it was for a race powerboat catamaran with maximum at 3-6.000 rpm...and after only high revolution with almost no big torque, for maximum speed when is flying on the water(from 80 miles to 140 miles)
I had to modify the range of torque: from 6000rpm to 9000rpm and use the gearbox.

COOLING: from sea constant cold water temperature (16°C) at high pressure, I had to cool with water pump pressure, wider holes, 3 radiators, but was not the same low temperature of working, but higher. This cause a problem of floating pistons in the cylinders, so I had to mount bigger pistons, not loosing power, that in the 2T it is proportionally to low clearance...until grip and break all.

FUEL: AV-GAS 100-130 NO, with Motul oil 2T competition use at 5%
Consumption it was very high: 2 ltr per Km. But the Spanish races were short.

DRIVING HAND: I changed from right drive to left drive, just modifing the drive box and fiberglass body, because we drive every day left-drive, and at high speed in turns, every little error becames big.
FEDERACION ESPANOLA AUTOMOBILISMO: the first year they were looking, but the year after decide to change the rules, and write a new article in the GR6....ENGINE HAS TO BE 4T!. Because many drivers were claiming against me and the 2T's power."

Possibly the most unusual T294 to have competed is Pietro Raddi's car, HU81, which is powered by a 2-litre Mercury engine from a powerboat. Pietro tells us something of it's history:

"During the '80s I was in hillclimb races in Spain, with a Gr6 LOLA T294-BMW 2000 (torque 30mKg)
I change the engine 4 stroke with a 2 stroke - V6 - 2000cc- EFI MERCURY from the powerboat championship FONDA SERIE, that I raced in.

The Engine was fitted in vertical position, with a 90° gearbox to enter in the Hewland.
Torque was changed from 2000rpm to from 6000rpm. giving 36mKg and rpma until 9000rpm
Exaust Sound it was wonderful...like a 12 cyl 4T
Some races hillclimb won....untill the year after, the Federacion Automoibilistica Espanola, made a rule change-----engine must be 4T.........and the dream finished.

I think that would be interesting that I write a little history of the construction phases.

FIRST TRIAL: the car was going in reverse with 5 gears.....because the rotation of engine was contrary.....it was very easy to change as 2T, only changing the start engine and other regulation.

I started with a 6 carburettor Mercury V6 2000 stock race engine in USA....after an injection EFI, with inboard variation by driver of EFI injection during the race in hill climb, to compensate the air-pressure variation from down to top of the hill.......after trial with 6 separate pipes 2T... with 3 in 1 + 3 in 1, that was the best torque: 36 mKg

The position vertical was necessary because the low LOLA T294, has not enough distance to the floor for an horizontal positioning, and also because the outboard is built to be vertical (lubrication of bearings by oil-mixed with gasoline)

TORQUE: it was for a race powerboat catamaran with maximum at 3-6.000 rpm...and after only high revolution with almost no big torque, for maximum speed when is flying on the water(from 80 miles to 140 miles)
I had to modify the range of torque: from 6000rpm to 9000rpm and use the gearbox.

COOLING: from sea constant cold water temperature (16°C) at high pressure, I had to cool with water pump pressure, wider holes, 3 radiators, but was not the same low temperature of working, but higher. This cause a problem of floating pistons in the cylinders, so I had to mount bigger pistons, not loosing power, that in the 2T it is proportionally to low clearance...until grip and break all.

FUEL: AV-GAS 100-130 NO, with Motul oil 2T competition use at 5%
Consumption it was very high: 2 ltr per Km. But the Spanish races were short.

DRIVING HAND: I changed from right drive to left drive, just modifing the drive box and fiberglass body, because we drive every day left-drive, and at high speed in turns, every little error becames big.
FEDERACION ESPANOLA AUTOMOBILISMO: the first year they were looking, but the year after decide to change the rules, and write a new article in the GR6....ENGINE HAS TO BE 4T!. Because many drivers were claiming against me and the 2T's power."