What’s the most ambitious project you’ve ever undertaken? How about designing and building a V8 engine based on the Honda K24 from scratch?
A passion project of Craig Williams, the engine–dubbed the K48–is still in its design phase, a few features stand out so far: 5.0…
I had a dream about this with two F20Cs last night. No joke.
Whats driving the decision to put the exhaust side toward the center of the V and the intake outboard?
In reply to ProDarwin :
Significantly reduced turbo lag and I believe heat management as well (one area vs 2). The Ford 6.7 Diesel is the same way for those reasons.
In reply to ProDarwin :
Hot V's are great for turbskis.
iansane said:In reply to ProDarwin :
Hot V's are great for turbskis.
I've studied Hot V's for decades, never thought about turbocahrging them. Hmmmm
Not to mention a pair of turbos poking through the hood like an old-school supercharger would look awesome.
There is prior art here in motorcycle engines. IIRC about the only thing that gets retained are the heads. Very good heads, of course, but it's a pretty significant undertaking. The names that come to mind are RST in the UK and Hartley in the US. I did a bit of work on an RST V8 once.
Some details on the original H1: https://www.h1v8.com/page/page/1564765.htm
I've thought about different ways of making this work many times before, and would love to know what solution they came up with for driving the valvetrain on the reversed head. Assuming no balance shafts, I'm also curious what the 2nd order shaking transmissibility into the chassis will be with typical LS engine mounts, since it will be 41.4% stronger than that of the (balance shaft equipped) 2.4L I4 it's based on.
iansane said:In reply to ProDarwin :
Hot V's are great for turbskis.
If I remember right, there's ford Flathead guys who've done that to get around the difficulties the 3-port exhaust imposes.
The Valkyrie engine from Aston Martin is also a hot V. Honestly I think all the newest- and probably last- V-shaped gas engines coming out are hot Vs, partially because it lets you cool the exhaust temps right away before they form NOx.
The modern day Audi turbo v8s are all hot v's. Along with the 7.3 powerstroke and 6.6 dirtymax. I don't know about newer diesels.
This K48 seems like a crazy cool undertaking. I would love to hear what it sounds like at full trot.
Looked but did not find the intended stroke.
Since he is already buying expensive parts it has to be a known number.
FP V8 wants a short stroke, no more than 3" for longer life and "Acceptable" vibration.
Wish I had the money he is burning!
Keith Tanner said:There is prior art here in motorcycle engines. IIRC about the only thing that gets retained are the heads. Very good heads, of course, but it's a pretty significant undertaking. The names that come to mind are RST in the UK and Hartley in the US. I did a bit of work on an RST V8 once.
Some details on the original H1: https://www.h1v8.com/page/page/1564765.htm
There was a guy in western Europe (Foucault? something) who was making his own 3- and 4-bank engines with motorcycle heads. They have a form of motorsports that, without being able to understand French, looks kind of like rallysprints with the chassis and drivetrain unlimited as long as it uses a 2 liter naturally aspirated engine. And so, he built a three bank 12 cylinder with the parts for three 600cc engines, and later a four bank 16 cylinder using the heads from four 600s and a bore/stroke to get him right under the 2000cc limit. Apparently it made a hair over 400hp and sounded.... I can't use the word "amazing", but it was definitely unique.
Didn't Honda do this in Indy car or formula 1. Or is my memory wrong?
Ok back from some google searching and this is what a v8 would look like if Honda built one.
https://en.m.wikipedia.org/wiki/Honda_Indy_V8_engine
Edit: and they did one for F1. Seen here
The 2012 and up BMW F10 Chassis V8s are all a hot V turbo configuration (M5 included), it does make for a very short exhaust path.
GIRTHQUAKE said:
If I remember right, there's ford Flathead guys who've done that to get around the difficulties the 3-port exhaust imposes.
Bruce Crower did it to a small block Chevy in '70 or so for the Indy 500.
Except, he bored new intake ports on the OUTSIDE, kept the original exhaust ports, and made big looping headers to go into the V to feed a single turbocharger, which was mounted over the distributor.
So turbo and distributor ate the same space, outside of engine had exhaust ports and intake manifolds AND the spark plugs. It looks like an exercise in how not to do space management 
There was a center-exhaust Ford engine made for Indy in the 60s too.
https://www.mecum.com/lots/FL0117-278987/ford-4-cam-indy-engine/
https://www.mecum.com/lots/CA0819-380969/1967-gerhardt-ford-indy-car/
You'll need to log in to post.
