K series V8

[Red SLR]

With recent talk of V8 bike engines how easy would it be to join 2 K series units?

 

Would it be 3600cc or would it be of greater capacity?

 

Is there any benifit in power on V8 engines done like this?

 

X777CAT

[oilyhands]

The K series sandwich construction might give a problem..

 

Oily

[sjwb]

So how do they manage the KV6 then?

 

Steve B

[Hibster.]

ISTR that the KV6 won't fit into a standard 7 but I wonder if anyone has considered an SV as a home for one of these engines ?

 

Paul

 

"I had a car like that before the war" confused.gif

[oilyhands]

They manage the KV6 with a single block... joining two existing ones is an entirely different proposition.

 

I will be looking at a KV6 soonish and have already made enquiries about availability of cams, valvegear and heads are not dissimilar to the VHPD, so there is scope for some tuning.

 

Oily

 

Edited by - oilyhands on 18 Mar 2002 08:19:43

[Blatman]

Ooooooooohhhhhh. Blatgirl had her eye on the Phantom coupe thingy at Stoneleigh last year. I poo pooed it 'cos I know nothing about the V6 Rover/Honda engine. I'd appreciate it if you could keep me updated please Mr Oily (like you haven't done enough for me already)........Ta muchly.

[Peter Carmichael]

Is there any benifit in power on V8 engines done like this?

 

Power is generated by the head's ability to flow air. 2 heads means twice as much flow. Each half would be doing the same as normal, so would not be aware that it was attached to a V8 crankcase rather than the normal block. You would get double the power...

 

... but it doesn't take a genius to work out that the packaging would cause issues. In fact the only k-series bit you would carry over would be the heads... and there are better heads to begin with... and how would you package the inlets and exhausts. Would you reverse one head so you could get all the inlets in the middle and the exhausts down each side? You would have to get a double drive belt solution for the cams. You would then have to drive that head's cams from the wrong end and backwards, which would mean that one bank would be firing 1342 and the other bank would be firing 1243. You might get cams made up to change the firing sequence - I don't know the correct sequence for flat plane V8s. You would have to get all of the crankcase shenanigans arranged for the k-series bore spacing.

 

All told, it is more than a trivial "I think I'll knock one up this lunchtime" sort of effort.

 

The benefit for power is that you would probably have the heads gasflowed and cammed to the desperate degree that 4 cylinder configurations demand, so the specific output would be impressive for a V8. Normally V8s don't bother being highly tuned.

 

Edited by - Peter Carmichael on 18 Mar 2002 15:10:20

[Graham Perry]

I was half expecting someone to come along and mention that the early Ford Cosworth V8 Grand prix engines were underneath two Ford BD engines joined together, so it can be done, but the cost ?

[Red SLR]

So cost to power ratio puts it out of the window, ok, and there are already V8 units out there that will do the same job.

 

Thanks

 

Simon.

 

X777CAT

[millsn]

the k V6 hs entirely nothing to do with honda BTW

 

Nigel Mills - 2.0 Zetec carbs

[millsn]

the k V6 hs entirely nothing to do with honda BTW

 

Nigel Mills - 2.0 Zetec carbs

[PACR]

And the Stags V8 was two Dolomite engines stuck together... (Use the Rover / Buick V8 that's in the parts bins or cobble together something new....)

 

Piers

[oilyhands]

The Stag V8's big ends were too narrow for longevity and the timing chains too long and stretchy, it was never really developed properly, with a sound bottom end and some sprint heads (one left, one right) it could have been a winner..

 

Oily

[stevefoster]

On the Lotus video's it explains some of the DFV issues.

Not quite as simple as welding two BD's together but the drawing board idea and scalebility of power calcs came from there.

 

 

[oilyhands]

What is a V8 other than two 4 cylinders grafted together, in the early days straight eights were all the rage until RPM started to rise and the cranks wound themselves up, the V8 was a neat way of packaging the same capacity in a shorter footprint while sitffening up the crankshaft. In hose days of course they were side valves so induction and exhaust lived on the outside of each bank with a space for you picnic hamper between the two banks of cylinders.

 

The DFV used machined wheels for the cam drive to get around the problem of belt-whip and stretch.

 

Oily

[Jason Plato]

I wonder if a Volkswagon VR6 engine would fit ?? - 250 bhp on boddies with cams and mild head mods teeth.gif

Maybe a little too heavy though ????

Would sound great !!!

 

Dave