Mostly long stroke (piston travel). Even with whammier turbo, that piston travel will consume too much of the additional power created at higher Rs.FlySwat said:Exhuast restriction due to a miniscule turbo, and a long stroke is why the F2t won't make power at high revs.
And counterweights (longer stroke means larger counterweights). And heavy flywheel/harmonic balancer.FlySwat said:The long stroke is why the F2t doesn't rev up quick like a honda, or my B series Protege.
And add rotational inertia (where's our wannabe engineer?) to make it rev up even more slowly. And make for a heavier car which will therefore accelerate a little more slowly.FlySwat said:Besides, the additional drag from adding balance shafts would probably slow the engines rev down even more.
My experience is limited to that air-cooled flat 4 designed by Ferdinand Porche. That guy was a genius.FlySwat said:I have a subaru that doing a headgasket job on in the next week or two. Fasinating motor, Maybe you can elaborate on the advantage of running a flat 4 instead of a v4? Is it just for the mentioned engine balance, or does the angle of the cylinders do more than that?
On Subaru's, the motor has to come out in order to change head gaskets. Quite a PITA.SleepCounter said:advantage is low c/g.
Disadvantages are mainly the width of the engine (even the VW -- pushrod engine -- is wide enough that you cannot reach some head "bolts" when engine is installed in order to retorque, and you need to retorque aircooled engines often.)
Well, this thread is well and truly hijacked.FlySwat said:a simple motor to pull
Naw, the engine only weighs something like 177 lb complete. Magnesium cases, aluminum heads. Transaxle case also diecast magnesium. Bellhousing magnesium. The engine bolts on to the bellhousing. Raced 'em off-road and despite some incredibly hard landings after some spectacular aerial manoeuvres, never managed to break a case.FlySwat said:Heh, I'm sure the lack of mounts causes some stress problems in hi-milage bugs?
What kind of subaru is it? I may be able to give you some advice. Most of them use bolts, not studs, but if it's a loyale based car I dont actually know as I've never done one.FlySwat said:I know i have to pull the motor to get the heads off, but its a simple motor to pull from the looks of it, and plenty of room to work.
If only Subaru had used head bolts instead of head studs, I probably would be able to get it off without pulling the engine....maybe.
They use OHC in the subaru's, two tiny cam's. Reminds me of working on a 2 cylinder OHC propane buffer once.
Anyways...funny we got onto the subject of boxer motors.
P.S. Thats only Chapter 1 sleepcounter, I might put chapter 2 on in a week or so
yup. Balance shafts are for smoothness, not power. If you want power, get rid of them.Exhuast restriction due to a miniscule turbo, and a long stroke is why the F2t won't make power at high revs.