Cost is not an object, running methanol.

This is going in a midget sprint.

The upcoming race has no displacement restrictions, but cannot be EFI, so we would be using carburetors or mechanical fuel injection.

Any suggestions?

 

small block chevy.

 

has to be 4 cyl.

 

cost no object?
have a 10 Litre 4cylinder made

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Dan GSR &raquo;</TD></TR><TR><TD CLASS="quote">cost no object?
have a 10 Litre 4cylinder made </TD></TR></TABLE>\


Wow. VE on that would be awsome.

Anyway, maybe with k frankenstein and a zillion compression on alcohol.

Why not just go to ENDYN and tell them what you want? With your unlimited budget, they could do it. Their mustang dyno seems to put down whatever numbers they want in about a year.

 

We're attempting to get an S2000 based 89mm bore x 90.7 stroke combination to 400 on gasoline right now. That's flywheel HP, not wheel HP.

 

Ok, we decided that we want to run it the rest of the season. So, in order to be legal, has to be 2.0L.

 

2.0 L
400hp
NA

sound like you need to employ a F1 team to make a engine for you that will rev to 19k rpm

 

How about a K series? With enough work I think we can do it.

 

The Skunk2 RSX is making 300 at the wheels, so I say its possible, but unlikely

 

HEy man it is possible, this guy bisi, has an F22 Thats right an 1992 Honda accord motor, thats been totally worked and destorked, hes runnin ITBS, with methanol, and it has 16:1 compression hes putting out 390 WHP. This is why im building my f22

 

It will be hard, really hard to get 400whp out of a k20a.

The skunk2 RSX, is a k24a golden eagle prepped block with a RSX type style head with TWM itbs and a lot of money into it... The car did make close to 393 whp on meth but it had to be detuned. It is also using the stock k24a crank.

Someone else is going for 400whp as we speak but with a 2.7 L K.

I have heard of about 7 teams that are trying to get the max power out of a K, but for obvious reasons, they are not going to come here and announce their combinations...

With premier engineering, a lot of money and limited time, You could probably get 300+ whp out of a fully built k20a running 15:1 compression or whatever close to that on meth

 

We have premier engineering and a sponsor with deep pockets, so that isn't a problem. After some work, the engine will be somewhere between 17-18:1 compression, Dart head/block.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by midnightaccord &raquo;</TD></TR><TR><TD CLASS="quote">HEy man it is possible, this guy bisi, has an F22 Thats right an 1992 Honda accord motor, thats been totally worked and destorked, hes runnin ITBS, with methanol, and it has 16:1 compression hes putting out 390 WHP. This is why im building my f22 </TD></TR></TABLE>
390@WHEELS HUH?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by civicross &raquo;</TD></TR><TR><TD CLASS="quote">We have premier engineering and a sponsor with deep pockets, so that isn't a problem. After some work, the engine will be somewhere between 17-18:1 compression, Dart head/block.</TD></TR></TABLE>

Sounds really interesting. I doubt you will get the equal power of the k24a Shunk2 motor with only 2 L. They have been doing research for a while on that setup.

Here are some pics of the skunk2 monster. I was told that after every run, the stock crank is removed and something gets replaced... bearings maybe? Not sure




















and here is the VIDEO OF THE RUN

http://www.k20a.org/skunk2RSX.mpeg

Good luck anyway!!

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by midnightaccord &raquo;</TD></TR><TR><TD CLASS="quote">HEy man it is possible, this guy bisi, has an F22 Thats right an 1992 Honda accord motor, thats been totally worked and destorked, hes runnin ITBS, with methanol, and it has 16:1 compression hes putting out 390 WHP. This is why im building my f22 </TD></TR></TABLE>

Stop spitting out misinformation. The car is not running ITB injection. Currently Bisi' car is running weber dcoe sidedraft carburetors. And last I checked it's still on gasoline.

To the original poster, if its a 4 banger, look into weber, mikuni, dellorto or lectron carburetion systems. Most likely of the sidedraft nature. I personally run Mikuni 44 PHH's. By the size of your engine you wanna look into some larger offerings of 50-55, from folks like weber or lectron which is a slide style carburetor, but still sidedraft configuation.

To be honest I'd try to contact Bisi, or some of the SCCA GT class racers who are familiar with carbureted 4 cylinder NA engines. I say this because around honda tech, carbs are "old technology", and a "hassle", and bunch of other bullshit that stems from people who've never ran sidedrafts, but speak about **** like they do. . When you start on yours, you will laugh at all the people who told you such trash.

 

It will probably be mechanical fuel injection with ITB, because thats what is required in the class that we are running, and we have the capability of manufacturing all the parts for it. We also have guys that have been sprint racing for decades. :-)

 

remember, anything is possible given you have enoguh money AND time. i think time is the important one.

 

There are a few guys here in Indy that are working with Honda motors for their sprint cars. A friend of mine was talking about their f20c that they were trying to get close to 400hp. I will see if I can find out some info for you but don't hold your breath.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by civicross &raquo;</TD></TR><TR><TD CLASS="quote">It will probably be mechanical fuel injection with ITB, because thats what is required in the class that we are running, and we have the capability of manufacturing all the parts for it. We also have guys that have been sprint racing for decades. :-)</TD></TR></TABLE>

The upcoming race has no displacement restrictions, but cannot be EFI, so we would be using carburetors or mechanical fuel injection.

-----------------------------------------------------------------------------------------------

Which is it?

 

It will be an individual throttle body, with a mechanical fuel injection system.

 

Hilborne, Kinsler, or Lucas?

 

Haven't decided yet. We have components for Kinsler and Hilborne so probably one of those two.

 

Skunk isn't making 393whp and only running 140mph traps. I know they were LIGHT too...Probably 330-340whp range with good torque. Probably around 1600lbs max, but who knows...BOTI doesn't weigh.

 

Coming from a background within the "Midget" racing industry, I say good luck!!!

Just to let you other guys know why the 4-valve engines are limited to 122 cu.in. In the late '80's Cosworth engines were The engine to have. Because Cosworth seemed to have a lock on the engine market, they raised their prices. Eventually USAC (the sanctioning body), got tired of the negative feedback from the racers, they chose to shrink the size of the DOHC 144cu.in. Cosworth engines to level the playing field with the other available engine. USAC chose 122in. which brought the SCAT V4 engines back up to being competetive, along with the AUTOCRAFT VW engines. Keep in mind that these other engines are 2-valve per cylinder and 166 cu.in. Eventually Cosworth was run out of the series, and the inline V8 headed engines took over. As it sits, MOPAR has a 166in. engine making a suposed 400hp., Esslinger has a 161cu.in. engine that's just under 400hp. (SOHC recieves a 5 cu.in. penalty compared to a pushrod engine), Ed Pink has a Raised port Yates style engine with close to 400hp, and various others with 300-375hp.. In order to be competetive an engine must make upwards of 375hp., & 230ft.lbs. tq., and weigh less that 220lbs. complete (less exhaust). These 2-valve engines all run compression ratios above 17:1 and the Esslinger engines turn 10K+ RPM while the pushrod engines turn ~9200RPM.

If it were me, I would petition USAC to allow the K24 based engine to run at 144 cu.in. They might listen and allow it because you would be using a production block and head. I think it's still a tall order to fill, but it may be possible.

Also, look into having a crank made for whatever engine you choose to run. Piston speed, and long stroke have a tendancy to require rebuilds more often. A 90.5mm bore and 91.5mm. stroke would make a K or H series engine 143.6cu.in., and would probably live a decent life with the Titanium rods that are being run by the competition.

Anyhow, good luck!

Brian