New Air Cooled Engine
05-28-2016, 06:13 PM
#33
Interesting????
Using the Distributor for the EFI sync?? Your choice of Ignition type? Inductive over CDI for a performance engine? What is your opinion on this?
I see some late water cooled parts too.
A 4.0L 2V air cooled engine has to be about the Cylinder Heads and Intake. The biggest problem is valve area. You can only go so big without having mechanical issues. Wide LSA and the bottom end response is lost. How have you overcome this issue?
Using the Distributor for the EFI sync?? Your choice of Ignition type? Inductive over CDI for a performance engine? What is your opinion on this?
I see some late water cooled parts too.
A 4.0L 2V air cooled engine has to be about the Cylinder Heads and Intake. The biggest problem is valve area. You can only go so big without having mechanical issues. Wide LSA and the bottom end response is lost. How have you overcome this issue?
05-29-2016, 12:46 AM
#35
Its obviously an air cooled engine. Just see some water cooled parts attached. Oil tank.
There are limitations to what can be done to these 2V hemi headed engines, the valve angles limit the LSA or you have mechanical issues, interference. Big valves are needed for air flow to obtain higher than normal VE numbers, but wide LSA settings limit torque potential. 450 BHP even in SAE numbers is really high for one of these engines, so you must be doing something no one else has ever done.
Would like to know the fuel consumption you are seeing.
The 4V engine concept was done by a company I am familiar with over 2 years ago. It was a proof of concept project that ran. It proved it could be made, but the time and money required to make it work and live successfully deemed it a non starter, when there is a good water cooled alternative. It would never be a race engine and as a street engine it would cost an enormous amount and would have reliability issues due to heat dissipation.
The 56 engine in the 80's was a hybrid of sorts being both water and air cooled and they cracked heads on a regular basis.
Really hope you stick to this as it would be great to see another air cooled 4V engine and see how you tackle the many problems associated with making a successful air cooled 4V cylinder head.
There are limitations to what can be done to these 2V hemi headed engines, the valve angles limit the LSA or you have mechanical issues, interference. Big valves are needed for air flow to obtain higher than normal VE numbers, but wide LSA settings limit torque potential. 450 BHP even in SAE numbers is really high for one of these engines, so you must be doing something no one else has ever done.
Would like to know the fuel consumption you are seeing.
The 4V engine concept was done by a company I am familiar with over 2 years ago. It was a proof of concept project that ran. It proved it could be made, but the time and money required to make it work and live successfully deemed it a non starter, when there is a good water cooled alternative. It would never be a race engine and as a street engine it would cost an enormous amount and would have reliability issues due to heat dissipation.
The 56 engine in the 80's was a hybrid of sorts being both water and air cooled and they cracked heads on a regular basis.
Really hope you stick to this as it would be great to see another air cooled 4V engine and see how you tackle the many problems associated with making a successful air cooled 4V cylinder head.
05-29-2016, 01:38 AM
#36
Thank you very much. The good news is that the American, English, German and Swiss engineers involved in this have decades of experience in air cooled as well as water cooled engines and their ancillaries such as oil tanks. Though success can never be guaranteed, I believe we have as good a chance as anyone.
05-30-2016, 01:27 AM
#37
Any way you look at this, 450 BHP is extremely impressive. No one up to now has gotten anywhere close to those numbers for 2V Porsche engine.
Just to show how amazing this new engine appears to be, take a look at some 2V engine comparisons to put this into perspective.
Engine type Linton; Singer 964; 964 Cup; 993 RSR race; stock LS7
# Cyl’s 6; 6; 6; 6; 8;
Displacement 4.0L; 4.0L; 3.6L; 3.8L; 7.0L;
Bore ?; ?; 100.00; 102.70; 104.80;
Stroke ?; ?; 76.40; 76.40; 101.60;
CR # ?; ?; 11.5; 12.5; 11.0;
BHP 450; 390; 271; 398; 505;
HP/Ltr 112.5 97.5; 75; 104.7; 72;
HP/cyl 75; 65; 45; 66; 63;
Head flow ?; ?; 230; 290; 340;
Cam lift In ?; ?; 11.0; 12.0; 15.0;
Intake Valve dia ?; ?; 49.00; 51.50; 55.00;
Exhaust Valve dia ?; ?; 41.00; 43.00; 41.00;
Head stud spacing limits the bore size in these Porsche engines. Bore spacing limits the valve sizes. The architecture of the engine layout limits the port sizes and the airflow flow. The internals of these engines limits the stroke. The most common bore and stroke of the 4.0L Porsche engine is 102.70mm x 80.40mm.
I have no idea what this Linton engine specs are but the basic nature of the Porsche 2V engine limits what it could be and I suspect it is 102.70mm x 80.40mm, using the GT3 Crankshaft size and the 2V RSR cylinder size.
The Porsche RSR engine was a race engine used in the 90’s. It produced approx. 400BHP at 8250 RPM and these engines VE was limited by air flow. Unless there is some huge gain in cylinder head airflow, I suspect the VE of any 4.0L 2V Porsche engine would have a lower VE number.
Just to show how amazing this new engine appears to be, take a look at some 2V engine comparisons to put this into perspective.
Engine type Linton; Singer 964; 964 Cup; 993 RSR race; stock LS7
# Cyl’s 6; 6; 6; 6; 8;
Displacement 4.0L; 4.0L; 3.6L; 3.8L; 7.0L;
Bore ?; ?; 100.00; 102.70; 104.80;
Stroke ?; ?; 76.40; 76.40; 101.60;
CR # ?; ?; 11.5; 12.5; 11.0;
BHP 450; 390; 271; 398; 505;
HP/Ltr 112.5 97.5; 75; 104.7; 72;
HP/cyl 75; 65; 45; 66; 63;
Head flow ?; ?; 230; 290; 340;
Cam lift In ?; ?; 11.0; 12.0; 15.0;
Intake Valve dia ?; ?; 49.00; 51.50; 55.00;
Exhaust Valve dia ?; ?; 41.00; 43.00; 41.00;
Head stud spacing limits the bore size in these Porsche engines. Bore spacing limits the valve sizes. The architecture of the engine layout limits the port sizes and the airflow flow. The internals of these engines limits the stroke. The most common bore and stroke of the 4.0L Porsche engine is 102.70mm x 80.40mm.
I have no idea what this Linton engine specs are but the basic nature of the Porsche 2V engine limits what it could be and I suspect it is 102.70mm x 80.40mm, using the GT3 Crankshaft size and the 2V RSR cylinder size.
The Porsche RSR engine was a race engine used in the 90’s. It produced approx. 400BHP at 8250 RPM and these engines VE was limited by air flow. Unless there is some huge gain in cylinder head airflow, I suspect the VE of any 4.0L 2V Porsche engine would have a lower VE number.
06-04-2016, 06:52 PM
#39
Latest engine news is that a couple of cylinders were running a bit hot so we added some additional cooling which solved that problem but, as a result, the 2-valve, air cooled, normally aspirated engine is down to 451 HP on street gas and with a catalytic converter.
06-10-2016, 08:06 PM
#42
Last edited by Robert Linton; 06-16-2016 at 12:22 PM.
06-29-2016, 10:25 PM
#43
Updates:
2-Valve
Engine completed first round of dyno testing – 450 HP and 452 Nm Torque on street gasoline and with a catalytic converter (expect a few more HP from final 2-valve engine).
Next Steps (already begun):
1. Evaluation of Engine after initial dynoing.
2. Determination of parts (existing, new and/or modified) to be used for Endurance Dyno Runs.
3. Sourcing of modified and new parts.
4. Tooling for Cylinder Head Gaskets
5. Development and construction of Prototype Induction System for 2-valve.
6. Development and construction of Prototype Fuel Supply System including Throttle Actuator including Retainer.
7. Development and construction of Electronic-gas Adjuster and Retainer.
8. Development and construction of Exhaust System and Catalytic Converter.
9. Development and construction of new Test Bench and Engine Wiring Harnesses.
10. Development of new Bosch Ms 6.2 ECU and upgrades.
11. Development and construction of Prototype Oil Tank.
12. Endurance Dyno Testing.
Assuming success:
1. Production of throttle bodies in a lighter weight material, gold plated to keep cooler.
2. Production of stacks in carbon fiber, gold plated to keep cooler.
3. Production of new oil tank in carbon fiber.
4. Production of air box, gold plated to keep cooler.
4-Valve
Engineers in three countries working.
Engine will be 4-cam
Engine expected to produce in excess of 500 HP.
2-Valve
Engine completed first round of dyno testing – 450 HP and 452 Nm Torque on street gasoline and with a catalytic converter (expect a few more HP from final 2-valve engine).
Next Steps (already begun):
1. Evaluation of Engine after initial dynoing.
2. Determination of parts (existing, new and/or modified) to be used for Endurance Dyno Runs.
3. Sourcing of modified and new parts.
4. Tooling for Cylinder Head Gaskets
5. Development and construction of Prototype Induction System for 2-valve.
6. Development and construction of Prototype Fuel Supply System including Throttle Actuator including Retainer.
7. Development and construction of Electronic-gas Adjuster and Retainer.
8. Development and construction of Exhaust System and Catalytic Converter.
9. Development and construction of new Test Bench and Engine Wiring Harnesses.
10. Development of new Bosch Ms 6.2 ECU and upgrades.
11. Development and construction of Prototype Oil Tank.
12. Endurance Dyno Testing.
Assuming success:
1. Production of throttle bodies in a lighter weight material, gold plated to keep cooler.
2. Production of stacks in carbon fiber, gold plated to keep cooler.
3. Production of new oil tank in carbon fiber.
4. Production of air box, gold plated to keep cooler.
4-Valve
Engineers in three countries working.
Engine will be 4-cam
Engine expected to produce in excess of 500 HP.
