Moottoripornoa

[6PPC]

Tuo Pontiac 194.5 oli tehtaan tuotannossa 60 luvun alkupuolella. Tosin ahtamattomana

[Anza]

V20 moottorin lohko matkalla romuihin. Päättelin kun ei oo pressua tai suojaa päällä. Oisko joku voimalan tai laivan moottori.

[cdi]

Wärtsilä w20  moottori  vuosia säänarmoilla ollut koneistettu matkalla kasaukseen.

[WBBC]

[Harri S]

Griffon

[Gary Grand]

Radical Sportscars in Peterborough, England, started building race cars powered by Suzuki motorcycle engines in 1996. The Hayabusa inline-four, with around 200 horsepower in stock form, was the perfect motorcycle engine for a lightweight track car. But Radical's customers wanted more power. And the obvious solution was: use two.
Radical Performance Engines (RPE), the company's powertrain division, partnered with Steve Prentice Design starting in 2002 to build something that didn't exist: a V8 made from two Suzuki Hayabusa cylinder heads on a custom crankcase. The prototype ran in 2004 with 2.6 liters and 380 horsepower at 10,500 RPM. Today, RPE offers three variants: 2.7 liters (430 HP), 3.0 liters, and 3.2 liters (500 HP). All naturally aspirated. All revving to 10,500 RPM. All weighing approximately 105 kilograms. A conventional car V8 weighs 200 to 250 kg. The RPE-V8 weighs less than half.
The engineering is a masterclass in packaging. Conventionally, a V8 has a 90-degree angle between its cylinder banks. RPE chose 72 degrees to make the engine as compact as possible, bringing the two cylinder heads closer together and reducing exhaust manifold spread. The trade-off: odd-fire intervals. A 90-degree V8 has one piston reaching top dead center every 90 degrees of rotation, giving even torque pulses. At 72 degrees, the pulses are uneven, creating harmonic issues.
RPE solved this by designing the crankshaft counterweights so that the harmonic frequencies occur outside the normal usable rev range. The crankshaft is a flat-plane design, with throws 180 degrees opposed, dramatically reducing rotational mass compared to a cross-plane crank. The flat-plane design makes the crank lighter but prevents the installation of counterweights for perfect balance. RPE compensated by making the connecting rods and pistons as light as possible.
Everything from the crankcase down is custom. RPE designed their own steel-cast macroblock that integrates the dry sump oil pump and water pump directly into the casting. The cylinder barrels are billet aluminum with Nikasil coating, replacing the factory cast Hayabusa barrels that would crack when bored to 84 mm. The Suzuki Hayabusa cylinder heads remain largely stock, which keeps maintenance costs manageable. This is a race engine built to be rebuilt, and using off-the-shelf Hayabusa heads means parts are available worldwide.
The engine mates to a purpose-built transaxle designed by Quaife, the British transmission specialist. Over 500 RPE-V8 engines are currently in service. Radical offers a 40-hour warranty on the engine, which translates to approximately 3,000 to 4,000 kilometers of hard racing. When engines come back for rebuild, RPE reports that most are still within spec, provided oil and filter maintenance was followed.
The RPE-V8 powered the Radical SR8 LM to the production car lap record at the Nürburgring Nordschleife. A motorcycle-derived V8, naturally aspirated, revving to 10,500 RPM, in a car that weighs under 700 kilograms. The power-to-weight ratio is in supercar territory at a fraction of the cost.
Two motorcycle engines. One custom crankcase. 500 horsepower. 10,500 RPM. 105 kilograms. A Nürburgring record. The RPE-V8 is what happens when motorcycle engineering meets automotive racing and nobody tells them it can't be done.

[palontie]

[Jussi]

Ei kyllä oikeen kuulosta veekasilta... Jotain tirinää vaan.

[palontie]

Ihana saundi.