NA Engine (2.0 - 3.9)
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OSFlanker
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Honda S2000 2.0L ~ 240HP = 120HP/L
BMW M3 3.2L ~ 360HP = 113HP/L
Ferrari 360 3.6L ~ 400HP = 111HP/L
Porsche 911 3.6L ~ 325HP = 90HP/L
Mazda RX8 2.6L ~ 231HP = 89HP/L
Nissan 350Z 3.5L ~ 300HP = 86HP/L
Radical SR8 2.6L ~ 363bhp = 140HP/L
Can we include Radical? It is road legal in UK and the company have claimed the lap record for Nurburgring for a PRODUCTION car (6 min 55 sec)
72° V8 cylinder 2.6-litre
32 valve quad cam
Max. Power: 363bhp @ 10,300 rpm
Max. Torque: 200 ft lbs @7,000 rpm
Bore: 81mm; Stroke: 63mm
Compression Ratio: 11.0:1
BMW M3 3.2L ~ 360HP = 113HP/L
Ferrari 360 3.6L ~ 400HP = 111HP/L
Porsche 911 3.6L ~ 325HP = 90HP/L
Mazda RX8 2.6L ~ 231HP = 89HP/L
Nissan 350Z 3.5L ~ 300HP = 86HP/L
Radical SR8 2.6L ~ 363bhp = 140HP/L
Can we include Radical? It is road legal in UK and the company have claimed the lap record for Nurburgring for a PRODUCTION car (6 min 55 sec)
72° V8 cylinder 2.6-litre
32 valve quad cam
Max. Power: 363bhp @ 10,300 rpm
Max. Torque: 200 ft lbs @7,000 rpm
Bore: 81mm; Stroke: 63mm
Compression Ratio: 11.0:1
E46Fanatic
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Wow amazing.. 2.6ltr and 8 cyls. Short stroke and big bore (lower piston speed) like F1 engines making it high revving. Max power at over 10k rpms!
E46Fanatic
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General practice for calculating HP/ltr figures of rotaries is to multiply the displacement by 2. So yea 2.6ltr is used for this. Besides, the amt of fuel it consumes is also not reflective of a 1.3 ltr car hehe.
ALBundy
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As mentioned previously by F8 in another thread, the formula to higher Bhp is mainly due to engine compression ratio and also the rpm.
WE have seen an increase in bhp over the years and there is nothing high tech about it. Engine theories (gas/combustion cycles specifically) still remain the same after 100 years. What is happening is the advancement in the field of metallurgy (which allows lighter and stronger internals to be built) and mechatronics (control systems and etc) that allow engineers/designers to maximise the potential of these theories. For instance, usage of exotic metals has allowed designers to increase compression ratio to above 11 and rpms above 8000 in many of the cars listed above.
Al
WE have seen an increase in bhp over the years and there is nothing high tech about it. Engine theories (gas/combustion cycles specifically) still remain the same after 100 years. What is happening is the advancement in the field of metallurgy (which allows lighter and stronger internals to be built) and mechatronics (control systems and etc) that allow engineers/designers to maximise the potential of these theories. For instance, usage of exotic metals has allowed designers to increase compression ratio to above 11 and rpms above 8000 in many of the cars listed above.
Al
wah.... expert...Originally posted by ALBundy@Jan 17 2006, 01:06 PM
As mentioned previously by F8 in another thread, the formula to higher Bhp is mainly due to engine compression ratio and also the rpm.
WE have seen an increase in bhp over the years and there is nothing high tech about it. Engine theories (gas/combustion cycles specifically) still remain the same after 100 years. What is happening is the advancement in the field of metallurgy (which allows lighter and stronger internals to be built) and mechatronics (control systems and etc) that allow engineers/designers to maximise the potential of these theories. For instance, usage of exotic metals has allowed designers to increase compression ratio to above 11 and rpms above 8000 in many of the cars listed above.
Al
i totally agreed....
clever u, yap it's csl version....Originally posted by krazer@Jan 17 2006, 12:18 AM
Don't forget the 360 CS engine comes close : 3586 cc to 425 bhp
thought that the M3 only produces 343 bhp??? :huh:
Except the CSL version using the M motorsport produces 360 bhp?
ok, ferrari 360 3.6l ~ 425 = 118hp/l
to suplement further albundy's posting, manufacturing tolerances and accuracy has improved tremendously which results in engines that are much better balanced and extremely smooth. i believe rotational smoothness which comes from good balance and tight precision allows higher rpm's to be sustained. note how smooth the b16/b18 and especially the k20 series of honda's engines are for an inline 4, and compare to the smoothness of a satria 1.3 inline 4, even the satria gti's 1.8 doesn't come close.
the less internal losses too the higher the output and i'd argue strictly from internal drag and frictional losses the inline 4 and 6 have much advantages over the v8/10/12. ultimately the compromise between design rotational balance and frictional losses become quite a determining factor.
also manufacturers have now paid attention to losses from valve/cam drivetrain- just look at the way the f20 engine's unique single timing chain sprocket DOHC design.
finally, for really high rpms, short strokes as e46fanatic mentioned.
the less internal losses too the higher the output and i'd argue strictly from internal drag and frictional losses the inline 4 and 6 have much advantages over the v8/10/12. ultimately the compromise between design rotational balance and frictional losses become quite a determining factor.
also manufacturers have now paid attention to losses from valve/cam drivetrain- just look at the way the f20 engine's unique single timing chain sprocket DOHC design.
finally, for really high rpms, short strokes as e46fanatic mentioned.