Chris, does it need to fit where a boxer four used to be? 
Chris, does it need to fit where a boxer four used to be?
Gearheadotaku (Forum Supporter) said:GM 4.3 LT1 V8. Cheap and can use lots of established SBC tricks. Supercharger, Turbos, tunnelram and carbs of you get creative.
Naturally aspirated is the key thing.
But I am still going to suggest the L99 (4.3l) because you can make a lot more power with one before you spend as much as getting a stock 4-cam whatever.
In reply to bluej (Forum Supporter) :
I'm trying not to skew the discussion with things like "where it fits" or "what it does" 
¯\_(ツ)_/¯ said:In reply to bluej (Forum Supporter) :
I'm trying not to skew the discussion with things like "where it fits" or "what it does"
You gotta let the sawzall do that thinking for you.
Oh the Toyota 1ur-fse (4.6 v8) makes love 385hp and the 1ur-fe makes about 350hp. Just a hair bigger than you asked about, I'm pretty sure they rounded up.
Volvo B8444S? Apparently 311 HP/325 TQ, ~420Lbs.. sounds glorious.
Audi 4.2L 32V? Apparently closer to 350Hp. Pretty small/lightweight also. Lots of availability in A8s, Q7s, and tourages.
Porsche 4.5L Cayenne motor? Cheap cayennes are out there.. but I think you need an S for the V8.
I guess I've got 2 questions: how much power are you hoping for and how much does weight matter?
If weight is a concern, there's the BMW M62 V8. It's all aluminum, so fairly light, although the DOHC heads make it pretty wide. The common 4.4 liter version only makes 282 or 290hp depending on what it came from, but that's easy to fix. And they're thought to be a bit under-rated from the factory anyway. They had a slightly warmed up 4.6 liter version that made 340hp (better intake manifold, bigger cams, different tuning). So with the better intake manifold, some cams, headers, and a good tune will probably crack 350hp from the 4.4 liter.
Auto and manual transmission options are available and depending on what you're trying to do, an auto trans AWD setup exists that bolts up as well.
2x Honda K20
Driven5 said:2x Honda K20
That's evil.. I love it.
¯\_(ツ)_/¯ said:In reply to collinskl1 :
That is an interesting option, thanks! Presumably at least sort of compact compared to a V8 too. Can anybody beat 335hp?
Probably not as compact as it would seem. When I had my '12 Camaro SS, I compared it to my sisters '15 Camaro RS with LFX, it is almost as big as the LS3, most of the width was up top. Even though it is listed as being a bit shorter in overall height compared to the LS3, it sat higher in the car than the LS3 does. I was measuring it to see if it could be an option for my MGB.
Here is an oddball..........how about a 4.2L Essex Ford V6? Plentiful in the F150's from 97-2003. Compact and plenty of parts out there through Super Six Motorsports to make 400ish hp.
It appears I was wrong - you can actually get a Hondata FlashPro for the J-Series. That plus the J37A2 with Vtec on both the exhaust and intake side of the valvetrain.
Sans boost, with good tuning and exhaust you can apparently get these things up to 350hp+. Add re-ground cams (Crower will do them) and an upgraded valvetrain and 400hp is available. The J37 is an aluminum block too (earlier J-Series are cast-iron); it's coming in around 350 pounds with accessories on it.
I'm sure the 4.3 GM is cheaper to acquire and possibly build, but I'd be willing to bet it isn't lighter.
Rover V8. 4.0L, fairly available, compact and light. IIRC, it needs some massaging to get to 300+ HP, but not out of the question and I'd argue the benefits of packaging outweigh the HP deficiencies.
There's a surprising number of Maseratti 4.2 V8s from Quattroportes floating around for around $3000-4000, rated for about 395 hp. Some even have a factory dry sump. Not quite as powerful as some options on the list, but a ton of wow factor.
Multiple engines is the answer. Does your rulebook specifically forbid multiple engines? How many 13b's can you stack in a row?
Oldsmobile aurora v8 could be an option. 4 litre and lots of racing history. Made 320 hp in Shelby series one configuration.
What type of motorsporting this is for is an important consideration. A max-effort 4.3 SBC might live a long life on a dragstrip, but expire quickly on a road course or rally stage from some combination of cooling and oiling problems.
maschinenbau (I live here) said:Multiple engines is the answer. Does your rulebook specifically forbid multiple engines? How many 13b's can you stack in a row?
No multiple engines, and no more than 2 rotors. 
newrider3 said:
What type of motorsporting this is for is an important consideration. A max-effort 4.3 SBC might live a long life on a dragstrip, but expire quickly on a road course or rally stage from some combination of cooling and oiling problems.
Rally, so yeah needs to be long lived and relatively easy to replace.
81cpcamaro said:¯\_(ツ)_/¯ said:In reply to collinskl1 :
That is an interesting option, thanks! Presumably at least sort of compact compared to a V8 too. Can anybody beat 335hp?
Probably not as compact as it would seem. When I had my '12 Camaro SS, I compared it to my sisters '15 Camaro RS with LFX, it is almost as big as the LS3, most of the width was up top. Even though it is listed as being a bit shorter in overall height compared to the LS3, it sat higher in the car than the LS3 does. I was measuring it to see if it could be an option for my MGB.
DOHC heads are much bigger than OHV heads. It's not that the LFX is big, it's that the LS3 is a real outlier when it comes to modern engine packaging.
¯\_(ツ)_/¯ said:maschinenbau (I live here) said:Multiple engines is the answer. Does your rulebook specifically forbid multiple engines? How many 13b's can you stack in a row?
No multiple engines, and no more than 2 rotors.
newrider3 said:
What type of motorsporting this is for is an important consideration. A max-effort 4.3 SBC might live a long life on a dragstrip, but expire quickly on a road course or rally stage from some combination of cooling and oiling problems.
Rally, so yeah needs to be long lived and relatively easy to replace.
Is there still a valves per cylinder multiplier?
The multiplier was how 5.8 liter V8s used to be legal - 2v/cyl had a .7 or somesuch multiplier.
Aluminum 5.3 LS with a welded and reground 4.8 crank to destroke it to 4.5 liters. Then add any other LS performance parts your heart desires. You would have to offset the connecting rod journals 0.1025" which would necessitate longer rods and I don't know a cheap way to do that. Keep the 4.8 pistons , rather than the 5.3 dished ones and throw on some heads other than the 862s.
And why the 4.5 liter limitation? What size engine is that rally prepped V8 Sonic running? I thought it was an LS3.
Toyota or Nissan V8. Outside choice the modular Ford.
Logic: NZ super stocks (no similarity to US stock cars) run on 1/4 mile clay ovals have a 248ci / 4.2l capacity limit combined with 10:1 compression ratio, 1/2 inch max valve lift and a single downdraft carburettor. The two Jap V8's are by far the most popular choice, usually ex JDM to start with then added to here but a small number have spent a LOT of money on the Ford with some success. 400 rwhp is easy and cheapish, 450 is very common and I have heard tales of comfortably over 500.
Check CSL Race Engines faceplant page but keep a grain or so of salt handy.
Cheers
R
so, this is a thought I've had because of GLTC running Corvette. But, how hard would it be to "unplug" the front two cylinders off an LS, and just run it on 6 (I suppose optimally removing the piston and con-rod)?
320whp, so maybe 400 at the crank, from an EJ33, at only 8200rpm. "276wtq", which is a unitless number, so I assume 600 ft-lb.
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