G60

The G60 is a supercharged straight-4 petrol engine manufactured by Volkswagen in the early 1990s. The engine displaced 1.8 L (1781 cc), had 8 valves (two per cylinder) and produced 160 PS (118 kW/158 hp). Although it was based on an existing engine, it underwent so many modifications it is usually regarded as a separate powerplant from others VW produced. It was named after the intricate "G-Lader" supercharger that it was mated to, this supercharger having a 60 mm wide displacer - hence the "G60" moniker.

The engine debuted in 1988 in the Corrado, which took 8.3 seconds to reach 100 km/h and had a maximum speed of 225 km/h (140 mph). In 1989 it was adapted for the Passat and the VW Golf Mk.II, in which it was capable of propelling the car to 100 km/h (62 mph) in 7.8 seconds, with a maximum speed of 216 km/h (134 mph). In the United States the engine was used only in the Corrado, and was dropped in 1992 in favor of the newer, more powerful VR6.

A low-production, all-wheel drive variant of the Golf G60 called the Golf Rallye was also powered by the 8-valve G60, but the engine was reduced to 1763 cc for sports homologation purposes. Power remained 160 PS. A 16-valve G60 engine was used in the ultra-rare Golf Limited, of which only 71 were produced, all with four-wheel drive. Power was raised to 210 PS (154 kW/207 hp), and the car could now reach 100 km/h in 6.4 seconds, reaching a maximum speed of 247 km/h (153 mph).

The G60 engine, like any supercharged and turbocharged engine, was sensitive to excessive air temperature, so performance very much depended on the weather conditions. Some models, like the Corrado or even some variants of the Golf Rallye, had a bigger, better-placed intercooler, resulting in increased performance over the standard intercooler and location.

Though there is no recommendation from Volkswagen, the compressor should be serviced every 100,000 km with an expensive repair likely.

A smaller version of the G60, called the G40, was used in the Polo Coupé supermini. The maximum power of this nervous little machine was 113 PS (83 kW/111 hp), propelling the car to 196 km/h (122 mph).

Centrifugal type supercharger

The centrifugal-type supercharger is an engine-driven compressor used to increase the power output of an internal-combustion engine by increasing the amount of available oxygen by compressing air that is entering the engine. This type of supercharger is practically identical in operation to a turbocharger, with the exception that instead of exhaust gases driving the compressor via a turbine, the compressor is driven from the crankshaft via a belt-, gear- or chain-drive.

Like any centrifugal pump, the boost provided by the centrifugal supercharger increases with the square of the speed, measured in RPM. This means that the centrifugal design provides little boost at low engine speeds, in some cases allowing air to pass back through the supercharger, such as during deceleration. On the other hand, the design is also the most efficient, besting designs like the Roots type supercharger and twin-screw type supercharger, which have the advantage of producing boost at any RPM.

Many World War II piston aircraft engines such as the Rolls-Royce Merlin and the Daimler-Benz DB 601 utilized single-speed or multi-speed centrifugal superchargers. Because high-performance aircraft engines were typically mated to constant-speed propellers and did not see a great variation in engine speeds, the poor low-rpm performance of centrifugal superchargers was not an issue. Turbo-supercharged engines, like some models of the Allison V-1710, combined a centrifugal supercharger with a turbocharger for better performance across a broad range of altitudes, using the engine-driven portion to provide a constant boost for extra power, while the turbocharger was used primarily to offset the effects of lowered outside air pressure as the aircraft climbed. Superchargers have since fallen from use in the aviation world, replaced by turbochargers of ever-improving quality.

Due to its design and lack of low-RPM boost it is often employed on near-standard compression engines. This means that it can facilitate airflow at higher engine RPMs, when most motors tend to have poor volumetric efficiency, without substantially increasing cylinder pressures at low- to mid-RPM operation, causing knock. This principle makes this type of supercharger ideally fit for a "bolt-on" type power adder, with no modification of the pistons and/or compression ratio necessary. Since gasoline must mix with air in a fairly narrow ratio to achieve combustion, the fact that centrifugals do not add much air at low and mid-range RPM's means fuel mileage is near-stock in the cruise RPM range. They appear to be most popular with cars that have a sufficiently large enough engine to provide adequate acceleration from a standing start without boost, while at the same time avoiding wheelspin. Then, the engine encounters breathing limitations in the mid-RPM range, often because it may only use two valves per cylinder. Centrifugals are also popular in places where the power-adder must be removed for frequent government engine inspections, as the exhaust system is unaffected (as it would be with a turbocharger).

However, detractors of the centrifugal-type supercharger (at least in street-driven automobile applications) note that it combines what some feel are the worst qualities of a turbocharger and a supercharger, since it doesn't develop appreciable boost at low RPM (Boost Threshold), but still uses up prodigious amounts of engine power to operate. Since it is crankshaft-driven and cannot benefit from a device like a wastegate on an exhaust-driven turbocharger to control its rotational speed, its boost threshold is always within a thousand or so RPM of redline. As such, the horsepower rating of the engine is greatly increased, but in a small part of the upper RPM range.

All supercharger types benefit from the use of an intercooler to reduce heat produced during compression.

Several popular makes of centrifugal type superchargers for automotive applications are: Paxton, Powerdyne, Procharger, and Vortech.

TVS SUPERCHARGER

Eaton’s new Twin Vortices Series (TVS) is a roots-type supercharger for a variety of engine applications that delivers more power and better fuel economy in a smaller package, for uncompromising, high-performance driving.

The TVS supercharger’s patented design features four-lobe rotors and high-flow inlet and outlet ports that greatly enhance thermal efficiency, deliver higher volumetric capacity, and enable higher operating speeds. The TVS supercharger is capable of running with a high thermal efficiency (up to 76 percent) across a very wide operating range.

The improvements incorporated into the TVS design allow for the use of a smaller supercharger, reducing the package size and weight of the system. The sizes range from 350cc to 2300cc per revolution, and cover engines from 0.6 liter up to large displacement V-engines. All TVS superchargers have a 2.4 pressure ratio capability and a thermal efficiency that exceeds 70 percent, which enables more compact packaging and greater output.

The twin four-lobe rotors feature 160-degree twists. The higher helix angle of the rotors coupled with a redesigned inlet and outlet ports, improves the TVS’s air-handling characteristics without increasing the overall size of the unit. The TVS improved noise and vibration characteristics eliminate additional noise-reduction treatments, complexity and system cost.

The TVS sets a new standard of boosting device performance and reaffirms Eaton’s leadership in the performance automotive market!

Roots type supercharger

The Roots type supercharger or Roots blower is a positive displacement type device which operates by pulling air through a pair of meshing lobes not unlike a set of stretched gears. Air is trapped in pockets surrounding the lobes and carried from the intake side to the exhaust. The supercharger is typically driven directly from the engine's crankshaft via a belt.

It is named for the brothers Philander and Francis Roots, who first patented the basic design in 1860 as an air pump for use in blast furnaces and other industrial applications. In 1900, Gottlieb Daimler included a Roots-style supercharger in a patented engine design, making the Roots-type supercharger the oldest of the various designs now available.

Out of the three basic supercharger types the Roots has historically been considered the least efficient. However, recent engineering developments by Eaton Corporation has resulted in a new Roots-type supercharger which yields a pump that is more efficient than all previous models. In addition, the Roots-type supercharger is simple and widely used and thus is invariably the most cost efficient. It is also more effective than alternative superchargers at developing compression at low engine rpms, making it a popular choice for passenger automobile applications. Peak torque can be achieved by about 2000 rpm.

All supercharger types benefit from the use of an intercooler to remove heat produced during compression. With a Roots-type supercharger, a thin heat exchanger is adapted to fit in-between the blower and the engine. Water is circulated through it to a second unit placed near the front of the vehicle where a fan and the ambient air-stream can dissipate the collected heat.

The Roots design is commonly used on two-stroke diesel engines, which require some form of forced induction as there is no intake stroke. In this application, the blower does not often provide significant compression and these engines are considered naturally aspirated; turbochargers are generally used when significant "boost" is needed. The Rootes Co. two-stroke diesel engine, used in Commer and Karrier vehicles, had a Roots-type blower but the two names are not connected.

The superchargers used on top fuel engines, funny cars, and other dragsters, as well as hot rods, are in fact derivatives of General Motors superchargers for their diesel engines, which were adapted for automotive use in the early days of the sport. The model name of these superchargers delineates their size; i.e. the once commonly used "6-71" and "4-71" blowers were designed for General Motors diesels having six cylinders of 71 cubic inches each, and four cylinders of 71 cubic inches each, respectively. Current competition dragsters use blowers of 14-71 design.

Checking Your Car Engine

The engine is what makes your car run. That is to say it is the most essential part of your vehicle. Checking your car engine helps a lot in maintaining an excellent performing engine.

To check this very significant auto part, stop first the engine. Let the engine oil be poured down to the oil pan. Then, pull the engine oil dipstick. Checking your owner’s manual will guide you in looking for the engine oil dipstick. Using a clean rag, any cloth or tissue, wipe it off and then. Insert it again down into its right place.

Pull the oil dipstick again. Try to check the oil level. It should be at the part of the cylinder where there is the "FULL" mark. However, it is still ok if it is quite lower. Proceed now with the checking of the oil condition. If it is not black anymore, it means you need to change it. It is still ok if it is slightly black. Any other oil color would definitely mean an engine problem.

In topping up oil engine, augment the same type and brand as you already have. This will prevent inconveniences in your engine.

Again, check the oil level. Just make sure not to overfill it. Then, return the dipstick and close the oil filler cap.

In checking automatic transmission fluid, different cars follow different procedures, so it is better to consult the owner’s manual.

Pull the transmission dipstick. Using a clean rag, wipe it off. Then, insert it back in its place.

Pull it again and go check fluid level. It should be within COLD marks if the engine is cold. If the car is warmed up, the level should be at the "HOT" mark. There is nothing to worry about if it is a bit lower.

Fluid condition must also be checked. It should be clean and transparent and has no burnt smell.

In topping up transmission fluid, it is essential to use only the specified one. You can always consult your owner’s manual or ask an auto shop to assist you in doing this. You need to be very careful in topping up transmission fluid because incorrect transmission fluid can destroy the engine.

Augment a small amount of the fluid through the dipstick pipe. For a few minutes, let the fluid to flow down. Then, recheck the fluid level. Make sure it does not overfill.

In your Acura car, Acura engine parts are the most essential auto part. Always check the engine to prevent break downs.

Honda FCX

Honda Motor Co. has finally unveiled its next-generation hydrogen fuel cell vehicle last Thursday with the announcement that it would begin producing a small number of vehicles that will be marketed in Japan and United States.

The new Honda FCX is made more sporty and sleeker as compared to the current version that has a top speed of 100 mph. It also has a longer range from 210 miles to 270 miles and of course a fuel cell power system that is 400 pounds lighter. Its auto parts such as air induction and others were also modified to function on hydrogen fuel.

The introduction of the FCX was right on timing since there is a growing concern for the greenhouse gas emissions not to mention the calls in Congress to dramatically raise fuel economy standards to minimize exhaust emissions.

Hydrogen vehicles provide lower net carbon dioxide emissions. Plus it can help end US dependency on foreign oil. Sadly this is easier said than done. The expenses that comes with building hydrogen fuel cells not to mention the absence of hydrogen fueling stations around the country creates a major obstruction for the fulfillment of this goal.

But thanks to companies like Honda which is at present is looking at an experimental home energy station that is making use of natural gas supplied to most homes to produce hydrogen fuel, hot water, heat, and electricity. According to Ben Knight, Honda’s vice president for research in the Americas, the best thing about hydrogen is that it can be extracted from a broad range of sources that includes methane or natural gas, bio-mass and renewable sources like solar or wind.

He further added that the next generation FCX is a “quantum leap forward”. The FCX will also be given a much higher price tag at least $500 more totaling to only a fraction of the approximate $1.5 million production cost of each Hydrogen fuel celled Honda.

Honda has already sold 30 units of their eco-friendly car worldwide. Mr. Knight also said that the production of the FCX model would eventually surpass the current fleet. Just to give customers a taste of what the FCX has to offer Honda has leased one to a family in California two years ago and last March another FCX was leased to a 17-year-old actress and environmental activist Q'orianka Kilcher. Honda has also allowed journalists to test drive two of its FCX. In addition government officials including top White House environmental adviser James COnnaughton were also invited to test drive Honda’s FCX.

The FCX when accelerating gives off a sound similar to a jet engine rather than a conventional gasoline engine. It is also has superior acceleration as compared to the current model that has a top speed of only 100 mph. Honda has also assured that the production vehicle will be similar to the concept showed last Thursday complete with the upgraded bumpers and revised interior.

Honda is not the only automaker that is conducting research on hydrogen vehicles; most major carmakers have spent billions on research alone. China is also investing heavily in hydrogen and if everything goes well for them they may even become the first country to adopt hydrogen vehicles in large volume.

It can be remembered that General Motors has said that it would introduce the world’s largest fleet of hydrogen-powered Chevrolte Equinox SUVs by means of its “Project Driveway” program in New York, Washington, DC, and California. And next week GM has scheduled a tour to take journalists on a 300-mile drive from its labs in Honeoye Falls, N.Y. to Tarrytown, N.Y., to update them on the progress of its hydrogen research. GM is hoping to build a 1000 vehicle fleet between 2010 and 2012.

Ford Motor Co. is also working on its plug-in electric hydrogen-powered vehicle with a range of 225 miles which will be called HySEries Edge. In addition Ford will have a fleet of hydrogen powered E-450 shuttle buses aside from hydrogen vehicles. DaimlerChrysler for its part will also be producing 100 hydrogen fuel cells to be distributed worldwide and that includes the 25 units destined for California. BMW will also be producing its own 100 Hydrogen 7 vehicles and plans to be leasing them next year.

Engine Details of Mercedes CL 65 AMG

The outstanding qualities of the AMG V12 engine have won for it awards like the “International Engine of the Year Awards” in the “Best Performance Engine” category in the year 2004. The 450-kW/612 hp AMG power unit was proclaimed winner beating over 70 other competitors from US, Japan, and Europe.

In the manufacturing facility for the AMG engine the philosophy is “One man, one engine” which means that each AMG 12 engine is hand-assembled from start to finish by a single engineer following the strict quality standards impose by the Mercedes-Benz. The “one man, one engine” philosophy is documented by the engineer’s signature found on the AMG engine plate.

The twelve-cylinder biturbo engine found in the CL65 AMG features the latest technology from the world of motorsport. The highly flexible components and materials assured the continuous influx of power and torque even when operating at extreme temperatures. These components include high precision-balanced crankshaft that is created out from high strength materials; forged pistons made from special materials that are extremely resistant from pressure and temperature; and a more effective oil-spray cooling system with a distinct nozzle for each piston, plus some larger piston pins.

The major and big-end bearings are also made from high quality materials to counteract the pressure and the temperature more effectively. The charge cycle in the cylinder heads gets some advantage out from the optimized combustion chambers as well as on the extended opening times of the intake valves. Moreover, a modified oil pump makes sure that all the parts that need lubrication are supplied with oil even under extreme conditions. To further boost the performance of the AMG engine an engine oil cooler is also added in the front apron with the addition of an extra engine coolant radiator located in the wheel arch.

Redesigned charge-air cooler…
The charge-air cooler has also been modified with a low temperature radiator positioned in the front of the vehicle which was made almost 70 percent larger. The system functions on the precept of an air-to-water heat exchanger for an effective cooling of the intake air which are compressed by the turbochargers before they are made to enter the combustion chambers.

The extra surface area added for the low temperature radiator results in a 25 percent reduction in the intake temperature at full throttle and assures high power and torque output in any operating conditions regardless of the temperature outside.

The casing or the frame of the compressor and the turbine in both turbochargers together with the turbine and compressor wheels has been enlarged producing a maximum charge pressure of 1.5 bar.

The electronically controlled fuel supply with its new developed components functioned with a variable system pressure between 3.6 and 5.0 bar. The fuel pressure is also regulated intermittently in accordance to the required power and the temperature outside. The engine management system interprets the command from the accelerator and makes the necessary action.

AMG sports an especially designed Mercedes exhaust system…
The powerful sound of the AMG twelve-cylinder is guaranteed by the AMG sports exhaust system with two trim chromed tailpipes in the exclusive AMG V12 design. Similarly catalytic converters that has tri-metallic coating can provide a faster response from a cold start and offer an efficient exhaust-gas after treatment and an extensive service life. The CL 65 AMG also complies with the EU4 emissions standard as well as the emission requirements for the US market.

Here are the major data for the CL65 AMG

- Cylinder configuration/valves per cylinder – V12/3
- Displacement cc – 5980
- Bore x stroke mm - 82.6 x 93.0
- Compression ratio - 9.0 : 1
- Output kW/hp at rpm – 450/612;4800-5100
- Max. torque Nm at rpm - 1000 2000-4000
- Acceleration 0-100 km/h s - 4.4
- Top speed km/h - 250

The AMG Speedshift 5-speed automatic transmission and steering-wheel gearshift paddles
The driving power of the new CL65 AMG is distributed to the wheels by the AMG Speedshift 5-speed automatic transmission with AMG gearshift paddles and DIRECT SELECT gearshift. There is also an S/C/M button found on the centre console that enables drivers to choose the driving modes that they want like Manual, Comfort, and Sport driving.

The driving modes will also change the transmission characteristics and in turn alter the accelerator response and the spring/damper settings of the AMG sports suspension basing on the Active Body Control. The gears may also be shifted manually at any time by using the silver-colored aluminum shift paddles on the ergonomically designed sports steering wheel.

The AMG V12 delivers a potent torque of 1000 Nm calls for a powertrain that has been systematically reinforced. For the automatic transmission this will include newly developed clutch plates coated with high quality metallic plus the modified shift and torque converter lock-up logic. These are supplemented with the redesigned shafts, larger hub carriers and made even more durable steel spring links.

Cleaning Your Car Engine

A few precautions- Always wear good eye protection when using chemical cleaning agents like engine degreasers. You absolutely must disconnect your vehicle's negative battery cable before beginning any cleaning work on the engine and/or electrical system. Please also refer to your vehicle's service manual for any cleaning instructions or precautions that may specifically apply to your particular engine.

Step One- Before you begin the cleaning, start the engine, let it warm up for a few minutes then shut it off, in order to soften up collected grease and grit in your engine compartment. The correct cleaning temperature for the engine to be is warm but not hot- you should be able to hold your hand to the engine without burning it.

Before cleaning the engine with water, it's imperative to cover electrical and mechanical components beneath the hood to protect them from water damage. The air intake/air filter, the distributor, the coil and the oil dipstick/breather should be covered using plastic baggies sealed with rubber bands It's a good idea to also check the tightness of the oil filler cap, power steering filler cap, windshield washer fluid cap, oil dip stick, battery filler caps and secure baggies over them.

Step Two- Spray all over the engine and engine compartment with non-petroleum based degreaser, starting from the bottom and working up. Citrus degreasing products will not harm the paint or finish on aluminum components and are biodegradable. After 3-5 minutes use a soft cotton towel or brush to carefully scrub the heavy dirt. Re-spray and re-scrub any areas that need additional cleaning. Once the whole engine and engine compartment has been cleaned, rinse thoroughly with water. Try to avoid getting the degreaser on any exterior painted areas as it will strip the wax from your finish. If this happens, it's okay, but you'll have to give those areas a good wax job when you're through.

Step three- Once clean, right away take off all the plastic baggies. Dry any collected water, especially on aluminum parts, with a soft cotton towel. Using paper towels, dry the battery. Start the engine and let it warm up, in order to dry the remainder of the engine and evaporate any moisture in sensitive components. Once everything is dry and cooled off is a good chance to put a coating of rubber protectant on your rubber hoses, plastic shields and rubber gaskets.

Step Four- If the battery terminals are dirty, disconnect the cables and clean both the cable terminals and battery posts with a wire brush. Reconnect the terminals and retighten. Get some battery terminal spray and spray on the connected terminals to protect them from corrosion.

Step Five- A thin coating of non-silicone lubricant should be applied to any hinges, throttle cables, cruise control cables and similar moving parts. Now check and top off fluid levels.

Take your car out for a spin and make sure the engine runs satisfactorily. Congratulations, you're done and now should have a spotless shiny engine compartment.

Engine balance

Engine balance is the design, construction and tuning of an engine to run smoothly. Engine balance reduces vibration and other stresses, and may improve the performance, efficiency, cost of ownership and reliability of the engine, as well as reducing the stress on other machinery and people near the engine.

These benefits are produced by:

* Reduced need for a heavy flywheel or similar devices.
* Reduced wear.
* The opportunity to reduce the size and weight of components (other than the obvious one of the flywheel) as a result of reduced stress and wear.
* Reduced vibration transmitted to the surroundings of the engine.
* The opportunity to extract more power from a given engine by:
o Higher maximum operating speeds made possible by reduced stress.
o Spreading loads equally over multiple components, for example if multiple carburetors are poorly balanced, the maximum available throttle will be reduced.

Even a single cylinder engine can be balanced in many aspects. Multiple cylinder engines offer far more opportunities for balancing, with each cylinder configuration offering its own advantages and disadvantages so far as balance is concerned.


Single cylinder engines

A single cylinder engine produces three main vibrations. In describing them we will assume that the cylinder is vertical.

Firstly, in an engine with no balancing counterweights, there would be an enormous vibration produced by the change in momentum of the piston, connecting rod and crankshaft once every revolution. Nearly all single-cylinder crankshafts incorporate balancing weights to reduce this.

While these weights can balance the crankshaft completely, they cannot completely balance the motion of the piston, for two reasons. The first reason is that the balancing weights have horizontal motion as well as vertical motion, so balancing the purely vertical motion of the piston by a crankshaft weight adds a horizontal vibration. The second reason is that, considering now the vertical motion only, the smaller piston end of the connecting rod is closer to the larger crankshaft end of the connecting rod in mid-stroke than it is at the top or bottom of the stroke, because of the connecting-rod's angle. The piston therefore travels faster in the top half of the cylinder than it does in the bottom half, while the motion of the crankshaft weights is sinusoidal. The vertical motion of the piston is therefore not quite the same as that of the balancing weight, so they can't be made to cancel out completely.

Secondly, there is a vibration produced by the change in speed and therefore kinetic energy of the piston. The crankshaft will tend to slow down as the piston speeds up and absorbs energy, and to speed up again as the piston gives up energy in slowing down at the top and bottom of the stroke. This vibration has twice the frequency of the first vibration, and absorbing it is one function of the flywheel.

Thirdly, there is a vibration produced by the fact that the engine is only producing power during the power stroke. In a four-stroke engine this vibration will have half the frequency of the first vibration, as the cylinder fires once every two revolutions. In a two-stroke engine, it will have the same frequency as the first vibration. This vibration is also absorbed by the flywheel.


Two cylinder engines

Even a two cylinder engine has three common configurations:

* Straight-twin.
* V-twin.
* Boxer twin.

Each of the three has advantages and disadvantages so far as balance is concerned.

A straight twin engine may have a simple single-throw crankshaft, with both pistons at top dead centre simultaneously. For a four-stroke engine, this gives the best possible firing sequence, with one cylinder firing per revolution, equally spaced. But it also gives the worst possible mechanical balance, no better than a single cylinder engine. Many straight twin engines therefore have an offset angle crankshaft, that is, two throws at an angle of up to 180°, with the result that the pistons reach top dead centre at different times. This produces better mechanical balance, but at the cost of uneven firing.

The first vibration noted above for the single cylinder is minimised for a crank offset angle of 180°, but balance is still far from perfect. There is still a rocking moment produced by the displacement of the cylinders one from the other, and there is still the second vibration noted for the single cylinder owing to the kinetic energy of motion of the pistons. This second vibration is minimised by a crank offset of 90°. See external links below for a detailed analysis of the effect of different crankshaft offset angles.

A "true" V-twin, like all true V engines, has only one crank throw for each pair of cylinders, so the crankshaft is a simple one like that of a single cylinder engine, and unlike any other V engine no crankshaft offset is possible. However there is still the question of the angle of the V. An angle of 90° gives a very good mechanical balance, but the firing is uneven. Smaller angles give poorer mechanical balance, but more even firing for a four-stroke (but, even less even firing for a two-stroke). Many classic V-twin motorcycles use narrow V angles as a compromise. See external links for a detailed analysis of the 90° V twin mechanical balance.

Other engines with two cylinders in a V configuration have a small offset between the cylinders in order to allow two separate crank pins, set at whatever angle the engine designer may specify in similar fashion to a straight twin. Although the characteristics of such engines are similar to those of a straight twin rather than a V, they are almost always called V engines. These engines include the Suzuki VX800 and Honda Transalp, which although called V-twins have a two-pin crankshaft, and an offset angle between the two crank throws.

The boxer engine is a type of flat engine in which each of a pair of opposing cylinders is on a separate crank throw, offset at 180° to its partner, so both cylinders of the pair reach top dead centre together. Any boxer therefore is inherently balanced so far as the momentum of the pistons is concerned, except that corresponding cylinders cannot exactly line up owing to the crankshaft design, and this produces a rocking motion. The four-stroke boxer twin has an even firing pattern, but the worst possible balance so far as the kinetic energy goes, as both pistons accelerate and deccelerate together. See external links for a detailed analysis of the boxer twin mechanical balance.


More than two cylinders

The number of possible configurations with more than two cylinders is enormous. See articles on individual configurations listed in Category:Piston engine configurations for detailed discussions of particular configurations.

There are four different forces and moments of vibration that can occur in an engine design: free forces of the first order, free forces of the second order, free moments of the first order, and free moments of the second order. The straight-6, flat-6, and V12 designs have none of these forces or moments of vibration, and hence are the naturally smoothest engine designs. (See the Bosch Automotive Handbook, Sixth Edition, pages 459-463 for details.)

Engines with particular balance advantages include:

* Straight-6
* Flat-6
* Flat-12
* V12

Engines with characteristic problems include:

* Flat-4 boxer and straight-4 have no better kinetic energy balance than a single, and require a relatively large flywheel.

* Crossplane V8, which requires a very heavily weighted crankshaft, and has unbalanced firing between the cylinder banks (producing the distinctive and much-loved V8 "burble").

* Flatplane (180° offset crankshaft) V8.

In modern multi-cylinder engines, many inherent balance problems are addressed by use of balance shafts.


Component balancing

In order to achieve the inherent balance of any engine configuration, the balancing masses must be matched. In most engines, some individual components are matched as a set. Exactly which components are matched is part of the design of the engine.

For example, pistons are often matched, and must be replaced as a set to preserve the engine balance. Less commonly, a piston may be matched to its connecting rod, the two being machined as an assembly to tighter tolerances than either alone.

Component balancing is not restricted to considerations of mechanical balance. It is vital, for example, that the compression ratio and valve timing of each cylinder should be closely matched, for optimum balance and performance. Many components affect this balance.


Carburetor balance

In engines with multiple carburetors, balancing the carburetors is a vital part of engine tuning. Imbalance will not only mean that the carburetors are operating at less than ideal, but will also unbalance the cylinders that they serve.

BMW N52 engine

The BMW N52 is the BMW's latest straight-6 engine, which debuted in 2004 on the BMW E63 630Ci. Its crankcase is made entirely of magnesium-aluminum, a first in the world of engine construction. It is the lightest production engine of its size class in the world, at 161kg/354lbs.

It includes BMW's second generation Valvetronic system and Double-VANOS for fuel-efficiency (12% fuel savings over the previous generation BMW M54 engine - and increases performance. Producing 63kW (85.5hp) per liter of displacement, it has the lowest weight per horsepower of any six cylinder engine (1.24hp per kilogram with the latest version). It is the world’s lightest six-cylinder engine.

It was awarded as one of Ward's 10 Best Engines of the Year in 2006 and 2007. Technologically it is even more advanced than the new N54B30 bi-turbo, which is based on an older M54B30 design and lacks several improvements that BMW has made for this engine.

All BMWs are available with this engine in at least one version - the only exception being the X5 which still uses the predecessor, M54B30 as its 3.0 Liter gasoline engine option.

The N52 is BMW's 12th generation production straight-6 engine.


Models

Engine
N52B25

Displacement
2.5 L (2497 ccm/152 in³)

Power
130 kW (174 hp) @ 5800
160 kW (215 hp) @ 6500

Torque
230 N·m (170 ft·lbf) @ 3500-5000
250 N·m (184 ft·lbf) @ 2750-425

Redline
7000rpm

Year
2005



Engine
N52B30

Displacement
3.0 L (2996 ccm/182 in³)

Power
190 kW (255 hp) @ 6600
195 kW (265 hp) @ 6600
200 kW (272 hp) @ 6650

Torque
300 N·m (221 ft·lbf) @ 2500-4000
315 N·m (232 ft·lbf) @ 2750-4250
315 N·m (232 ft·lbf) @ 2750-4250

Redline
7000rpm

Year
2004
2005
2006



N52B25

The N52B25 comes in two versions, both displacing 2.5 L (2497 ccm/152 in³). The first produces 130 kW (174 hp) at 5800 rpm and 230 N·m (170 ft·lbf) at 3500-5000 rpm while the more powerful version is rated at 160 kW (215 hp) at 6500 rpm and 250 N·m (184 ft·lbf) at 2750-4250 rpm.

Applications:

* 130 kW (174 hp) and 230 N·m (170 ft·lbf)
o E60/E61 523i (Not in the US market) Sedan and Touring
o E90 323i (US market only) Sedan
* 160 kW (215 hp) and 250 N·m (184 ft·lbf)
o E60/E61 525i/525xi Sedan and Touring
o E90/E91/E92/E93 325i/325xi Sedan, Touring, Coupè and Convertible
o E83 X3 2.5si (Not in the US market) Sports Activity Vehicle
o E85 Z4 2.5si (Not in the US market) Roadster


N52B30

The N52B30 comes in three versions, all displacing 3.0 L (2996 ccm/182 in³) and produces variable outputs depending on the BMW model that it comes with (with changes to the variable resonance system-omitted, dual plenum runner system-also omitted and variable back pressure muffler-omitted) 190 kW (255 hp) at 6600 and 300 N·m (221 ft·lbf) at 2500-4000 rpm is the first and most produced version, while the second one is more powerful at 195 kW (265 hp) at 6600 and 315 N·m (232 ft·lbf) at 2750-4250 rpm. The third version is just starting to replace the first 190kW versions on the E90/E60 in Late 2006 and has first been released on the new E92 330i Coupè. It will produce 200 kW (272 hp) at 6650 and 315 N·m (232 ft·lbf) at 2750-4250 rpm.

Applications:

* 190 kW (255 hp) and 300 N·m (221 ft·lbf)
o E60/E61 530i/530xi Sedan and Touring (*)
o E63/E64 630i (Not in the US market) Luxury Coupè and Convertible
o E65/E66 730i/730Li (Not in the US market) Luxury Sedan
o E90/E91 325i, 328i, 330i Sedan, Touring (*)

The models marked with a star (*) will soon receive the 200kW version upgrade - sometime in late 2006.

* 195 kW (265 hp) and 315 N·m (232 ft·lbf)
o E85/E86 Z4 3.0i and 3.0si Roadster and Coupè
o E87 130i (Not in the US market) Hatchback
* 200 kW (272 hp) and 315 N·m (232 ft·lbf)
o E92/E93 328i/328xi Coupè, 4WD Coupè and the upcoming Hardtop Convertible
o E83 X3 3.0si Sports Activity Vehicle

Inside Bruce Crower’s Six-Stroke Engine

Bruce Crower has lived, breathed and built hot engines his whole life. Now he’s working on a cool one—one that harnesses normally-wasted heat energy by creating steam inside the combustion chamber, and using it to boost the engine’s power output and also to control its temperature.

“I’ve been trying to think how to capture radiator losses for over 30 years,” explains the veteran camshaft grinder and race engine builder. “One morning about 18 months ago I woke up, like from a dream, and I knew immediately that I had the answer.”

Hurrying to his comprehensively-equipped home workshop in the rural hills outside San Diego, he began drawing and machining parts, and installing them in a highly modified, single-cylinder industrial powerplant, a 12-hp diesel he converted to use gasoline. He bolted that to a test frame, poured equal amounts of fuel and water into twin tanks, and pulled the starter-rope.

“My first reaction was, ‘Gulp! It runs!’” the 75-year-old inventor remembers. “And then this ‘snow’ started falling on me. I thought, ‘What hath God wrought…’”

The “snow” was flakes of white paint blasted from the ceiling by the powerful pulses of exhaust gas and steam emitted from the open exhaust stack, which pointed straight up.

Over the following year Crower undertook a methodical development program, in particular trying out numerous variations in camshaft profiles and timing as he narrowed the operating parameters of his patented six-stroke cycle.

Recently he’s been trying variations of the double-lobe exhaust cams to delay and even eliminate the opening of the exhaust valve after the first power stroke, to “recompress” the combustion gasses and thus increase the force of the steam-stroke.

The engine has yet to operate against a load on a dyno, but his testing to date encourages Crower to expect that once he gets hard numbers, the engine will show normal levels of power on substantially less fuel, and without overheating.

“It’ll run for an hour and you can literally put your hand on it. It’s warm, yeah, but it’s not scorching hot. Any conventional engine running without a water jacket or fins, you couldn’t do that.”

Indeed, the test unit has no external cooling system—no water jacket, no water pump, no radiator; nothing. It does retain fins because it came with them, but Crower indicates the engine would be more efficient if he took the trouble to grind them off. He has discarded the original cooling fan.

So far he has used only gasoline, but Bruce believes a diesel-fueled test engine he is now constructing—with a hand-made billet head incorporating the one-third-speed camshaft—will realize the true potential of his concept.

Potential…and Questions
Crower invites us to imagine a car or truck (he speaks of a Bonneville streamliner, too) free of a radiator and its associated air ducting, fan, plumbing, coolant weight, etc.

“Especially an 18-wheeler, they’ve got that massive radiator that weighs 800, 1000 pounds. Not necessary,” he asserts. “In those big trucks, they look at payload as their bread and butter. If you get 1000 lb. or more off the truck…”

Offsetting that, of course, would be the need to carry large quantities of water, and water is heavier than gasoline or diesel oil. Preliminary estimates suggest a Crower cycle engine will use roughly as many gallons of water as fuel.

And Crower feels the water should be distilled, to prevent deposits inside the system, so a supply infrastructure will have to be created. (He uses rainwater in his testing.) Keeping the water from freezing will be another challenge.

But the inventor sees overriding benefits. “Can you imagine how much fuel goes into radiator losses every day in America? A good spark-ignition engine is about 24 percent efficient; ie., about 24 cents of your gasoline dollar ends up in power. The rest goes out in heat loss through the exhaust or radiator, and in driving the water pump and the fan and other friction losses.

“A good diesel is about 30 percent efficient, a good turbo diesel about 33 percent. But you still have radiators and heavy components, and fan losses are extremely high on a big diesel truck.”

Bottom-line, Bruce estimates his new operating cycle could improve a typical engine’s fuel consumption by 40 percent. He also anticipates that exhaust emissions may be greatly reduced. It’s all thanks to the steam.

“A lot of people don’t know that water expands 1600 times when it goes from liquid into steam. Sixteen hundred! This is why steam power is so good. But it’s dangerous…”

The danger of a boiler explosion has long been a factor in engineering—and in operating—steam powerplants of all kinds, and Crower is properly wary of the miniature boiler he has conjured up inside his test engine. That’s one reason he chose to use one originally manufactured as a diesel, for its inherent strength, though he installed a carburetor and ignition system so it could burn gasoline at first.

The original diesel fuel injector system now supplies the water spray to generate the steam-stroke.

In addition to producing extra power, the injected water cools the piston and exhaust valve, which suggests to Crower that he could raise the compression ratio. “I’ve done this many times on regular engines: 15-to-1 on gasoline for the first five seconds works pretty good until you get some chamber heat and then suddenly it gets into pinging. But with the chamber being chilled, I bet 12-, 13-to-1 will be no problem on cheap fuel.

“So what we can maybe do is have fuels that aren’t quite as good…It’ll save a nickel a gallon not having to keep three grades going.”

As for his hope of lowering emissions, Bruce speculates the steam might purge “cling-on hydrocarbons” out of the combustion chamber. “This thing may turn out to be so clean that you won’t have to have a catalytic converter.

But he admits that’s unknown, saying “there’s a lot of experimenting still to be done.” Which prospect makes him smile. He thrives on this kind of challenge.
Bruce’s Background
“You’ve kinda got to be in the cam business and know the dynamics of engines,” Bruce Crower says about how the idea occurred to him. And he certainly has that background.

He was building and racing hot rods (and hot bikes), manufacturing speed equipment and operating his own speed shop in his home town of Phoenix when he was still a teen.

After moving to San Diego in the 1950s, among other exploits he dropped a Hemi into a Hudson and drove it to a 157-mph speed record at Bonneville.

Inevitably, the inventive and inexhaustible Crower built up a major equipment business in superchargers, intake manifolds, clutches and, especially, camshafts. He’s also credited with first suggesting a rear wing to Don Garlits—in 1963, three years before Jim Hall’s winged Chaparral. Bruce Crower is now in Florida’s Drag Racing Hall of Fame.

Crower actually had introduced a wing two years earlier, during practice on Jim Rathmann's 1961 Indianapolis car—five years before Jim Hall’s winged Chaparral. Bruce had been crewing at the Speedway since 1954 (Jimmy Bryan, second place), and had been part of Rathmann's 1960 victory effort. He was likewise on the winning teams in 1966 (Graham Hill) and 1967 (AJ Foyt). Three decades later, in 1998, Eddie Cheever won with Crower cams.

Bruce even produced his own complete Indy engine, a flat-8 that didn’t quite make the field in 1977 and then was rendered obsolete (due to its width) by the advent of ground-effect tunnels. But the Crower 8 and its automatic clutch did win an SAE award for innovation.

Today, Crower Cams and Equipment Company employs about 160 people in five facilities, and manufactures not only cams but crankshafts and connecting rods—including titanium rods for (unnamed) Formula One customers.

Bruce Crower can’t be called retired now, but he’s happy to let the company he founded “roll along” while he “plays with cars.” That’s how he looks at the intensive R&D work he carries out in the privacy of his 13-acre horse property near the rural community of Jamul.

One of several projects is building up Honda S2000 engines for the Midget raced by his granddaughter, Ashley Swanson. (“I think she’s on par with Danica Patrick,” says the proud grampa.)

But his prime focus is proving his six-stroke engine is as revolutionary as he believes it is. “I’ve been trying to find something wrong with the whole basic idea for almost a year,” he says, “but I think we’re going to have a very marketable item.”

Then he adds philosophically, “If it turns out to be great, fine. If it doesn’t, it’s just another year out of my life that I’ve had a lot of fun doing something.”

Brake specific fuel consumption

Brake specific fuel consumption (BSFC) is a measure of an engine's efficiency. It is the rate of fuel consumption divided by the rate of power production. BSFC is specific for the piston engine known as the reciprocating engine. The general term is specific fuel consumption (SFC). There is also thrust specific fuel consumption (TSFC) for turbine and rocket engines.


The BSFC Calculation (in metric units)

To calculate BSFC, use the formula BSFC = Fuel_rate / Power
Where:

Fuel_rate is the fuel consumption in grams per hour (g/hr)
Power is the power produced in Kilowatts where kW = w * Tq / 9549.27

w is the engine speed in rpm
Tq is the engine torque in newton meters (N·m)

Note: The Power in the BSFC calculation is not weather corrected.


The resulting units of BSFC are g/(kW·h)
The conversion between metric and U.S. units is:

BSFC_US(Lbs/(HP*Hr)) * 608.277 = BSFC_METRIC(g/(kW·h))
BSFC_METRIC(g/(kW·h)) * .001644 = BSFC_US(Lbs/(HP*Hr))


To calculate the actual efficiency of an engine requires the energy density of the fuel being used.
Different fuels have different energy densities defined by the fuels lower heating value.

Some examples of lower heating values for vehicle fuels are:

Certification gasoline = 18640 BTU/lb = .01204 kW·h/g
Regular gasoline = 18917 BTU/lb = .0122225 kW·h/g
Diesel fuel = 18500 BTU/lb = .0119531 kW·h/g


Thus a diesel engine's efficiency = 1/(BSFC*.0119531)
and a gasoline engine's efficiency = 1/(BSFC*.0122225)

A typical cycle average value of BSFC for a gasoline engine is 322 g/(kW·h). This means the average efficiency of a gasoline engine is only 25%. A reciprocating engine achieves maximum efficiency when the intake air is unthrottled and the engine speed is at around 2000 rpm. For a gasoline engine, the most efficient BSFC is around 256 g/(kW·h) or an efficiency of 32%. Efficiency is worse at other operating conditions. As you can see above, lower values of BSFC mean higher engine efficiency. Diesel engines are more efficient than gasoline engines. A diesel engine can have a BSFC as low as 199 g/(kW·h) and around 42% efficiency.
See also Fuel economy in automobiles.

Ford Taunus V4 engine

The Taunus V4 was a V4 piston engine with one balance shaft, introduced by Ford Motor Company in Germany in 1962. The German V4 was built in the Cologne plant and powered the Ford Taunus and German versions of the Consul, Granada and Transit. It was not a 'true' V engine as two opposing pistons did not share one crankpin on the crankshaft.

The V4 was later expanded into the Ford Cologne V6 engine that is used in the Ford Capri and many other Ford cars. The V4 engine was (and still is) also used in industrial applications: pumps, electrical generators, and in agricultural machinery. In automobiles, the Taunus V4 was replaced by the Ford OHC/Pinto engine.

Applications:

* Ford Taunus
* Ford Consul
* Ford Granada
* Ford Transit
* Saab 95
* Saab 96
* Saab Sonett (II-V4 and III)
* Matra 530


1.2

The 1.2 L (1183 cm³) version features an 80.0 mm bore and 58.86 mm stroke. Output was 40 hp (29 kW) and 80 Nm or 45 hp (33 KW) and 82 Nm.

Applications:

* 1962 - 1966 Ford Taunus 12M P4
* 1967 - 1968 Ford Taunus 12M P6


1.3

The 1,3 L (1288 cm³) version had an 84,00 mm bore and 58,86 mm stroke. Output was 50 hp (37 KW) and 95 Nm or 53 hp (39 KW) and 98 Nm.

Applications:

* 1966 - 1970 Ford Taunus 12M P6
* 1969 - 1972 Ford Capri


1.5

The 1.5 L (1498 cm³) V4 had a 90.0 mm bore and 58.86 mm stroke. It produced 55 hp (40 kW) and 107 Nm, 60 hp (44 kW) and 114 Nm or 65 hp (48 kW) and 117 Nm at 2500 RPM.

Applications:

* 1962-1966 Ford Taunus 12M P4
* 1966-1970 Ford Taunus 15M P6
* 1964-1967 Ford Taunus 17M P5
* 1967-1971 Ford Taunus 17M P7
* 1969-1972 Ford Capri
* 1967-1980 Saab 95 and Saab 96 (European market)
* 1967-1970 Saab 95, Saab 96 and Saab Sonett (USA market)

Since it the Saab 96 was used for rallying it was also tuned. In the rally versions it was bored out to 1784 cm³ and 1933 cm³ giving aroud 150 hp in the naturally aspired version and 200 hp DIN at 7000 rpm in the Saab 96 RC Turbo version doing 0 to 100 km/h in five seconds. SAAB also tuned the engine to 240 hp.


1.7

The 1.7 L (1699 cm³) V4 had a 90.0 mm bore and 66.8 mm stroke. It produced 65 hp (48kW) and 129 Nm, 70 hp (52 kW) and 137 Nm or 75 hp (55 kW) and 130 Nm.

Applications:

* 1964-1967 Ford Taunus 17M P5
* 1967-1971 Ford Taunus 17M P7
* 1967-1972 Matra 530
* 1969-1972 Ford Capri
* 1972-1975 Ford Consul (German version)
* 1975-1981 Ford Granada (German version)
* 1971-1974 Saab 95, Saab 96 and Saab Sonett, low compression version with 65 hp for USA market


Also, some DKW Munga, a Jeep like vehicle used in the German army were retrofitted with this Ford V4, to replace its standard two stroke engine.

Since the engine mounts and gearbox connections are identical between the Ford Cologne V6 engine and the V4, some vintage V4 Saab 96s were modified to take a V6, for rally racing, although this dramatically changed the weight distribution and steering characteristics.

Transverse engine

A transverse engine is an engine in which the crankshaft is oriented side-to-side relative to the wheels of the vehicle. This is also sometimes called an east-west engine. Most modern front wheel drive vehicles use this engine orientation, while most rear wheel drive vehicles use a front-to-back longitudinal arrangement.

The first car to use such an arrangement was the two-cylinder DKW "Front" series of cars, which first appeared in 1931.[citation needed] After the Second World War, SAAB used the configuration in their first model, the Saab 92, in 1947. The arrangement was also used for Borgward's Goliath and Hansa brand cars and in a few other German cars. However, it was with Alec Issigonis's Morris Mini that the design gained acclaim, in 1959.[citation needed]

This design reached its ultimate extent starting with Dante Giacosa's elaboration of it for Fiat. He connected the engine to its gearbox by a shaft and set the differential off-center so that it could be connected to the gearbox more easily. Now most cars built throughout the world use this arrangement.

The Lamborghini Miura used a transverse, mid-mounted 4.0 litre V12, a configuration that was unheard of in 1965, although now more common.

The new 2007 Volvo S80, along with the Land Rover LR2 Freelander, both employ a transversely-mounted engine, in order to increase safety, by allowing for better crumple zones, and ultimately better protect the passengers










A two-cylinder two-stroke engine, mounted transversely in a 1955 Saab 92B.

CVCC (Compound Vortex Controlled Combustion)

CVCC is a trademark by the Honda Motor Company for a device used to reduce automotive emissions called Compound Vortex Controlled Combustion. This technology allowed Honda's cars to meet United States emission standards in the 1970s without a catalytic converter, and first appeared on the 1975 ED1 engine. It is a form of stratified charge engine.


Construction and operation

Honda CVCC engines have normal inlet and exhaust valves, plus a small auxiliary inlet valve which provides a relatively rich air / fuel mixture to a volume near the spark plug. The remaining air / fuel charge, drawn into the cylinder through the main inlet valve is leaner than normal. The volume near the spark plug is contained by a small perforated metal plate. Upon ignition flame fronts emerge from the perforations and ignite the remainder of the air / fuel charge. The remaining engine cycle is as per a standard four stroke engine.

This combination of a rich mixture near the spark plug, and a lean mixture in the cylinder allowed stable running, yet complete combustion of fuel, thus reducing CO (carbon monoxide) and hydrocarbon emissions.


Advantages over previous stratified charge engines

Honda's big advancement with CVCC was that they were able to use carburetors and they did not rely on intake swirl. Previous versions of stratified charge engines needed costly fuel injection systems. Additionally, previous engines tried to increase the velocity and swirl of the intake charge in keeping the rich and lean mixtures separated. Honda was able to keep the charges adequately separated by combustion chamber shape.

front-engine, rear wheel drive

Front-engine, rear wheel drive means a layout where the engine is in the front of the vehicle and drive wheels at the rear. This was the traditional automobile layout for most of the 20th century.


Overview

This layout is typically chosen for its simple design and weight distribution. Placing the engine at the front gives the vehicle a traditional long bonnet (in American dialect "hood") and engine cooling is simple to arrange. Placing the drive wheels at the rear allows ample room for the transmission in the center of the vehicle and avoids the mechanical problems of transmitting drive to steered wheels. The layout is still more suitable than front-wheel drive for engine outputs of more than about 200 bhp, as the weight transference during acceleration loads the rear wheels and increases grip.

The FM layout is based on the FR layout.


History

The first FR car was an 1895 Panhard model, so this layout was known as the "Système Panhard" in the early years. Most American cars used the FR layout until the mid 1980s. The Oil crisis of the 1970s and the success of small FF cars like the Mini, Volkswagen Rabbit, and Honda Civic led to the widespread adoption of that layout.

Some manufacturers, such as Alfa Romeo, Porsche (944,924,928) and Chevrolet (C5 and C6 Corvettes), retained this layout but moved the gearbox from behind the engine to between the rear wheels, putting more weight over the driven axle. This configuration is often referred to as a transaxle since the transmission and axle are one unit.

Right after the Arab Oil Embargo of 1973 and the 1979 fuel crises, a majority of American FR vehicles (station wagons, luxury sedans) were being phased out for the FF layout - this trend would spawn the SUV/van conversion market. Chrysler went 100% FF by 1990; only GM and Ford retained FR for their luxury and performance vehicles.

GM phased out its FR luxury cars after the 1996 model year, and its F-car (Chevrolet Camaro/Pontiac Firebird) in 2002. GM reintroduced North American FR luxury cars with the 2003 Cadillac CTS. Currently they produce the Pontiac GTO (imported from Australia), Chevrolet Corvette/Cadillac XLR and the Cadillac CTS/STS. GM Holden continued to produce RWD cars through this period.

Today, most cars are FF, though the limitations of that layout, such as poor traction under acceleration and excessive nose weight, are beginning to become apparent. Many of the newest models have adopted all wheel drive, and some, like the Chrysler 300 are switching back to the FR layout. Most sports cars and luxury cars have always been FR.

Toyota T engine

The Toyota T series is a family of inline-4 automobile engines manufactured by Toyota starting in 1970 and ending in 1985. It started as a Push Rod Overhead Valve(OHV) design and later, performance oriented Dual Overhead Cam(DOHC) variants were added to the lineup. Toyota had built its solid reputation on the reliability of these engines.

The 4T-GTE variant of this engine allowed Toyota to compete in the World Rally Championship in the early 1980s, making it the first Japanese manufacturer to do so.

The bottom end of the Toyota 503 Race engine is patterned after the 3T engine. Race engines based on the 2T-G include the 100E, 151E.

* All T engines utilize a timing chain and have a cast iron block with an alloy cylinder head with hardened valve seats and a hemispherical combustion chamber design (HEMI)..

* All T engines are carburated except those with electronic fuel injection, "E" designation.

* All T engines use a 2 valve OHV design except those with a DOHC performance head, "G" designation.

* The 12T/13T has a sub-cylinder directly behind the spark plug that leads into a smaller chamber for emission purposes.

The Toyota T engine series was later replaced by the Toyota A engine series.



T-(B) (1.4L)

The first T engine displaced 1407 cc and was produced from 1970 through 1979. Cylinder bore is 80 mm (3.15 in) and stroke is 70 mm (2.76 in).

Output is 86 hp (64 kW) at 6000 RPM and 85 ft·lbf (115 N·m) at 3800 RPM. The more-powerful twin-carburetor T-B was produced for the first six years.

Applications:

* Toyota Corolla E20 series



2T-(B/C/U) (1.6L)

The larger 1588 cc 2T was produced from 1970 through 1984. Cylinder bore is 85 mm (3.35 in) and stroke is 70 mm (2.76 in).

The 2T engines are usually coupled with either a T40 4 speed/T50 5 speed manual transmission, or an A40 4 speed automatic transmission.

Output for the early 2T-C bigport design is 102hp, while the basic version is 75 hp (56 kW) at 5200 RPM and 87 ft.lbf (117 Nm) at 3600 RPM. The twin-carb 2T-B produces 90-105 hp (67-78 kW) and 85-102 ft·lbf (115-138 N·m). California emissions dropped output to 75 hp (56 kW) and 83 ft·lbf (112 N·m).

Applications:

* Toyota Corolla E20 through E30 series
* Toyota Carina A40 series
* Toyota Celica A20 series
* Toyota Corona T70 series
* Daihatsu Charmant



12T-U

The 1588 cc 12T-U was produced from 1970 through 1983. It produces 88 hp (66 kW) at 5600 RPM and 96 ft·lbf (130 N·m) at 3400 RPM.

Applications:

* Toyota Corolla E30 series





2T-G(E/R/U)

The 2T-G, produced from 1970 through 1983, is a DOHC version. Output is 110-125 hp (82-93 kW) and 105-109 ft·lbf (142-147 N·m). Variants include the air-injected 2T-GR, Japan-spec 2T-GU, and fuel injected 2T-GEU. Twin sidedraft carburators were used in non-EFI versions.

Applications:

* Toyota Corolla Levin E20 through E70 series
* Toyota Celica A20 series



3T-(C/E/U) (1.8L)

The 3T displaces 1770 cc and was produced from 1977 through 1985. Cylinder bore is 85 mm (3.35 in) and stroke is 78 mm (3.07 in).

The 3T engines are usually coupled with either a T40 4 speed/T50 5 speed manual transmission, or an A40 4 speed automatic transmission. The exception is the 3T-GTE which is coupled with a W55 5 speed transmission.

Output ranges from 70-105 hp (52-78 kW) and 93-120 ft·lbf (126-162 N·m) between the California 3T-C and Japan-spec fuel injected 3T-EU.

Applications:

* Toyota Corolla E70 series
* Toyota Celica A40 series



13T-U

The 1770 cc 13T-U was produced from 1977 through 1982. It produces 95 hp (71 kW) at 5400 RPM and 109 ft·lbf (147 N·m) at 3400 RPM.

Applications:

* Toyota Corolla E70 series




3T-GTE

The production homologation model of the WRC-winning 4T-GTE is this engine, the 3T-GTE. It features a twin-spark (two spark plugs per cylinder) design and is turbocharged with a Toyota CT-20 Turbo to generate 160 hp (119 kW) at 6000 RPM and 152 ft·lbf (206 N·m) at 4800 RPM.

Applications:

* Toyota Celica A40 series



4T-GTE (2.1L)

This is the race-only version of the T family which powered Toyota's Group B and World Rally Championship cars. As the name implies, it is a 2090cc high-performance DOHC KKK turbo motor with fuel injection and uses a twin-spark design, which produces 370 to 600 hp depending on race trim.

Applications:

* Toyota Celica WRC Group B Rally Car

Honda B20A engine

Partially unrelated to the Honda B-series engines are the B20A and B21A. By some, these are not considered to be part of the B-series group of engines because they are not compatible with any of the other B-series parts or chassis.


There were 2 versions of the B20A

* The first generation of B20A engines was available in the 86-87 Prelude 2.0SI in Japan, the 86-89 Honda Vigor and Accord . It leaned towards the front of the car just like the A20A engine found in the same cars. This B20A produces 160 hp and 140 ft·lbf torque.

*
o There was also a similar engine named B18A for the 86-89 Accords. It was a destroked B20A powered by 2 Sidedraft Keihin carbs.

* The second generation of B20A was found in the 88-91 Prelude. The 88-91 Prelude B20A and B21A blocks are cast so they lay at an 18-degree angle leaning towards the firewall. This was done to please the exterior specifications for the 1988-1991 3rd Generation Prelude due to its ultra-low hoodline which Honda dubs the "engineless design".

The B20A, B20A3, and B20A5 engines consisted of closed-deck aluminum blocks with thicker-than-average iron sleeves where as the B21A1 had some special material.

The B21A1 was basically a re-worked B20A5 with an increase in bore to 83 mm. The external block dimensions had to stay identical to the B20A5 block so Honda called upon Saffil to create a thin but strong cylinder liner called FRM (Fiber Reinforced Metal) which basically consisted of a carbon fiber matrix, aluminum alloy, and aluminum oxide to make a very strong cylinder sleeve. These sleeves are so strong that they often do not lose their factory cross-hatching marks after 200,000 miles! A lot of B21A1 engines burn oil and have low cylinder compression numbers because the FRM material is so strong that it tears up piston rings. Good news though, you can usually replace the piston rings without any honing to the sleeves and go another 100,000+ miles without any sleeve wear.


B20A

(16-Valve, 4 Cylinder, DOHC, PGM-FI)

* Found in:
o Serial numbers 1000001~, 1500001~ and 1550001~ (Gold Valve Cover)
+ 1985-1986 Honda Prelude Non-U.S.
+ 1985-1986 Honda Accord Non-U.S.
+ 1985-1986 Honda Vigor Non-U.S.
o Serial numbers 1600001~ and 1640001~ (Black Valve Cover)
+ 1987-1989 Honda Accord Non-U.S.
+ 1987-1989 Honda Vigor Non-U.S.
* Displacement: 1958 cc
* Compression: 9.4:1
* Power: 160 hp @ 6300 rpm & 140 ft·lbf @ 5000 rpm
* Transmission: B2K5, F2K5


B20A

(16-Valve, 4 Cylinder, DOHC, PGM-FI)

* Found in:
o 1987-1990 Honda Prelude Japan Domestic Market
* This carries the same engine code as the original B20a above, but is actually a different engine.
* The serial number for these B20A will be: 5000001~


B20A2

(16-Valve, DOHC, PGM-FI)

* Found in:
o 1986-1989 Honda Accord Non-U.S.


B20A3

(12-valve, SOHC, dual side-draft carburetors)

* Found in:
o 1988-1991 Honda Prelude 2.0 S
* HorsePower: 104 @ 5800 (MT) 105 @ 5800 (AT)
* Torque: 111 @ 4000


B20A4

(12-Valve, SOHC, dual side-draft carburetors)

* Found in:
o 1988-1991 Honda Prelude Non-U.S.


B20A5

(16-valve, DOHC, PGM-FI)

* Found in:
o 1988-1991 Honda Prelude 2.0Si
* Power: 135 hp
* Engine cc: 1958.14
* Cylinder cc: 489.535
* Deck cc: 13.885
* Head cc: 47.3
* Compression Ratio: 9.0:1

engine using a pk-2 honda ECU based on oki83c154 processor (intel 8051 based with external ROM)


B20A6

(16-Valve, DOHC, PGM-FI)

* Found in:
o 1988-1991 Honda Prelude Non-U.S. New Zealand, and Australian Domestic Market

140hp@6000rpm 170nm@5500rpm KY model is one of them



B20A7

(16-Valve, DOHC, PGM-FI)

* Found in:
o 1988-1991 Honda Prelude Non-U.S. UK, France, Holland, Norway, South Africa
* Power 150 hp@6000 rpm
o Torque 180Nm@5500 rpm
+ Compresion ratio 10.5:1


B20A8

(16-Valve, DOHC, PGM-FI)

* Found in:
o 1988-1991 Honda Prelude Non-U.S. Russian, Swedish Domestic Market


B20A9

(16-Valve, DOHC, PGM-FI)

* Found in:
o 1990-1991 Honda Prelude Non-U.S. Finland, German, Norway, Netherlands, Russia, Argentina
* Power 140 hp@6000 rpm
o Torque 175Nm@4500 rpm
+ Compresion ratio 10.5:1


B21A

(16-valve, DOHC, PGM-FI)

* Found in:
o 1990-1991 Honda Prelude Si States
* Very rare, it was only produced for the "Si States" models in Japan
* Power: 185


B21A1

(16-valve, DOHC, PGM-FI)

* Found in:
o 1990-1991 Honda Prelude Si
* Power: 140 hp @5800 rpm
* Torque: 135 lb.ft @5000 rpm
* Engine cc: 2056.03
* Cylinder cc: 514.0075
* Deck cc: 10.191
* Head cc: 51.0
* Compression Ratio: 9.4:1

Torque (lb.ft. @ rpm): 135@5000

Honda B20A engine

Partially unrelated to the Honda B-series engines are the B20A and B21A. By some, these are not considered to be part of the B-series group of engines because they are not compatible with any of the other B-series parts or chassis.


There were 2 versions of the B20A

* The first generation of B20A engines was available in the 86-87 Prelude 2.0SI in Japan, the 86-89 Honda Vigor and Accord . It leaned towards the front of the car just like the A20A engine found in the same cars. This B20A produces 160 hp and 140 ft·lbf torque.

*
o There was also a similar engine named B18A for the 86-89 Accords. It was a destroked B20A powered by 2 Sidedraft Keihin carbs.

* The second generation of B20A was found in the 88-91 Prelude. The 88-91 Prelude B20A and B21A blocks are cast so they lay at an 18-degree angle leaning towards the firewall. This was done to please the exterior specifications for the 1988-1991 3rd Generation Prelude due to its ultra-low hoodline which Honda dubs the "engineless design".

The B20A, B20A3, and B20A5 engines consisted of closed-deck aluminum blocks with thicker-than-average iron sleeves where as the B21A1 had some special material.

The B21A1 was basically a re-worked B20A5 with an increase in bore to 83 mm. The external block dimensions had to stay identical to the B20A5 block so Honda called upon Saffil to create a thin but strong cylinder liner called FRM (Fiber Reinforced Metal) which basically consisted of a carbon fiber matrix, aluminum alloy, and aluminum oxide to make a very strong cylinder sleeve. These sleeves are so strong that they often do not lose their factory cross-hatching marks after 200,000 miles! A lot of B21A1 engines burn oil and have low cylinder compression numbers because the FRM material is so strong that it tears up piston rings. Good news though, you can usually replace the piston rings without any honing to the sleeves and go another 100,000+ miles without any sleeve wear.


B20A

(16-Valve, 4 Cylinder, DOHC, PGM-FI)

* Found in:
o Serial numbers 1000001~, 1500001~ and 1550001~ (Gold Valve Cover)
+ 1985-1986 Honda Prelude Non-U.S.
+ 1985-1986 Honda Accord Non-U.S.
+ 1985-1986 Honda Vigor Non-U.S.
o Serial numbers 1600001~ and 1640001~ (Black Valve Cover)
+ 1987-1989 Honda Accord Non-U.S.
+ 1987-1989 Honda Vigor Non-U.S.
* Displacement: 1958 cc
* Compression: 9.4:1
* Power: 160 hp @ 6300 rpm & 140 ft·lbf @ 5000 rpm
* Transmission: B2K5, F2K5


B20A

(16-Valve, 4 Cylinder, DOHC, PGM-FI)

* Found in:
o 1987-1990 Honda Prelude Japan Domestic Market
* This carries the same engine code as the original B20a above, but is actually a different engine.
* The serial number for these B20A will be: 5000001~


B20A2

(16-Valve, DOHC, PGM-FI)

* Found in:
o 1986-1989 Honda Accord Non-U.S.


B20A3

(12-valve, SOHC, dual side-draft carburetors)

* Found in:
o 1988-1991 Honda Prelude 2.0 S
* HorsePower: 104 @ 5800 (MT) 105 @ 5800 (AT)
* Torque: 111 @ 4000


B20A4

(12-Valve, SOHC, dual side-draft carburetors)

* Found in:
o 1988-1991 Honda Prelude Non-U.S.


B20A5

(16-valve, DOHC, PGM-FI)

* Found in:
o 1988-1991 Honda Prelude 2.0Si
* Power: 135 hp
* Engine cc: 1958.14
* Cylinder cc: 489.535
* Deck cc: 13.885
* Head cc: 47.3
* Compression Ratio: 9.0:1

engine using a pk-2 honda ECU based on oki83c154 processor (intel 8051 based with external ROM)


B20A6

(16-Valve, DOHC, PGM-FI)

* Found in:
o 1988-1991 Honda Prelude Non-U.S. New Zealand, and Australian Domestic Market

140hp@6000rpm 170nm@5500rpm KY model is one of them



B20A7

(16-Valve, DOHC, PGM-FI)

* Found in:
o 1988-1991 Honda Prelude Non-U.S. UK, France, Holland, Norway, South Africa
* Power 150 hp@6000 rpm
o Torque 180Nm@5500 rpm
+ Compresion ratio 10.5:1


B20A8

(16-Valve, DOHC, PGM-FI)

* Found in:
o 1988-1991 Honda Prelude Non-U.S. Russian, Swedish Domestic Market


B20A9

(16-Valve, DOHC, PGM-FI)

* Found in:
o 1990-1991 Honda Prelude Non-U.S. Finland, German, Norway, Netherlands, Russia, Argentina
* Power 140 hp@6000 rpm
o Torque 175Nm@4500 rpm
+ Compresion ratio 10.5:1


B21A

(16-valve, DOHC, PGM-FI)

* Found in:
o 1990-1991 Honda Prelude Si States
* Very rare, it was only produced for the "Si States" models in Japan
* Power: 185


B21A1

(16-valve, DOHC, PGM-FI)

* Found in:
o 1990-1991 Honda Prelude Si
* Power: 140 hp @5800 rpm
* Torque: 135 lb.ft @5000 rpm
* Engine cc: 2056.03
* Cylinder cc: 514.0075
* Deck cc: 10.191
* Head cc: 51.0
* Compression Ratio: 9.4:1

Torque (lb.ft. @ rpm): 135@5000

Honda B engine

The B-series Honda DOHC engines are popular automotive engines from the modern series of Honda engines. They are good performers from the factory having models with around 126hp to around 200hp and even some models having a redline over 8,000 rpm. They accept high performance modifications well without much risk to reliability. The engine has been made in 1.6, 1.7, 1.8, and 2.0 liter variants, with and without VTEC (variable valve timing and electronic lift control). Later models have some minor upgrades, for instance modifications to the intake valves and ports and piston tops, and moving the dipstick away from the exhaust manifold.



Engine swaps

The B-series engine is one of the most common engines used for engine swaps in Hondas. Various versions are found in American junkyards, mostly in Acura Integras. They were also found in many JDM Hondas and are quite plentiful in Japanese junkyards, and great numbers have been imported from Japan in the last few years. The JDM engine has some slightly different parts (e.g. throttle body) than the USDM version, and tend to have slightly higher horsepower ratings with the JDM equivalent of the B18C1 producing 10 horsepower (7 kW) more than its USDM counterpart. Also, the wiring harness is set up for right hand drive as Japan uses, rather than left hand drive as in the United States or Canada; this is just a minor nuisance, however, as the wires will all fit if some of the mounting clips are released.

The B-series engine fits nicely under the hood of many Civics, a common target for such swaps. Note that the actual B-series engine will not adapt to the transaxle that came with other engine models, therefore the entire powertrain, i.e. engine and transaxle, must be swapped as a unit; normally, however, the entire powertrain is what is meant when "engine" swaps or availability of used "engines" is discussed with respect to front wheel drive cars.

Note that the ECU (engine computer) must be swapped as well. Aftermarket modified ECUs are available, ranging from close to stock B-series to wildly modified, with various degrees of skill. If a VTEC engine is to be installed in a car which did not have a VTEC engine, then additional wiring for the VTEC will have to be run; a minor chore.

The B-Series engine swap is very popular for 1992 through 1995 Civic owners since it is so easy to perform. The B-series engine was available in the United States 1994 Civic-based Del Sol; therefore the stock Honda motor mounts, axles, transmission linkage, and other auxiliary parts on the B-series engine (as well as the ECU, of course) will adapt it to any Civic of that era. Some swaps such as the B20B from the CRV are hard to perform due to the CRV's transmission not fitting therefore the need of a piecing together a transmission. The corresponding parts that came with the stock SOHC D-series engines will not fit the B-series, however. Unfortunately, most of the available engines are removed from the car without any of these parts, and often even the wiring harness has been destroyed, so the parts have to obtained by either scouring junkyards or purchased from Honda at substantial expense. If at all possible, an engine with a complete set of these parts is greatly to be desired over just the engine itself for this kind of swap.

If the engine is complete with these parts, very little else is needed for the 1992-1995 Civic, whether two door, four door, or hatchback. A bracket to adapt the existing throttle cable to the B-series engine is available from aftermarket manufacturers. As mentioned above, it may be necessary to add the VTEC wiring. If the B-series engine is older it may have a mechanical cable-operated clutch, and an aftermarket bracket will be needed to adapt it to the hydraulic clutch cylinder on the car. The only part which may need to be purchased from Honda is the bracket for the air conditioning compressor, if air conditioning is to be used; the stock bracket with most B-series motors will not fit, only the very specific bracket used for the B16 fitted in the Del Sol. [[VTEC is the key in all B-series motors]] For other generations, the swap is slightly harder because custom engine mounts must be used. Due to the popularity of the swaps, however, there are several manufacturers who make suitable mounts, such as Hasport.



Interchangeable Parts

B-series engine parts are largely interchangeable. This allows for custom engines to be built with characteristics unlike any factory model. Any B-Series VTEC cylinder head component will fit in any other B-Series VTEC cylinder head, so installing a Type-R (B16B or B18C5) camshaft into a GS-R motor will yield noticeable power gains. The higher-compression Integra Type-R pistons are a good choice for a bump in power, and also have an anti-friction coating and better oiling characteristics.

Also, complete Frankenstein motors (motors made from parts of others) are possible; these are also known as LS/VTEC. It is popular to take the large displacement, high-torque B18B (or B18A) bottom end and mate it to a high-flow B16 (PR3) or B18C (P72 or PR3) top end to make a very powerful custom motor. One problem however is the LS (B18A or B18B) and CR-V (B20B or B20Z) blocks used for LS/VTEC or CR-VTEC conversions are more prone to fail at high RPMs because the rod bolts and long stroke were not designed to withstand the high engine speeds that VTEC heads are optimized for. The LS/VTEC configuration is logically what Honda would have first considered when designing the B18C1, but they saw a reason to reduce the stroke, reinforce the bottom end, and add oil squirters to help cool it. The reduction in the stroke came at the cost of lowering the displacement from 1834 cc to 1797 cc, but helped enable the benefit of reliable 8100 RPM operation.


B16


B16A

Note: All JDM B16a engines are marked as 'B16a' (with no number to identify version).

* VTEC
* Found in:
o 1989-1993 JDM Honda Integra RSi/XSi (DA6/DA8)
o 1989-1991 JDM Honda CRX SiR (EF8)
o 1989-1991 JDM Honda Civic SiR/SiRII (EF9)
+ Displacement: 1595 cm³
+ Compression: 10.2:1
+ Rod/stroke ratio: 1.74
+ Power: 158 hp @ 7600 rpm & 112 ft·lbf @ 7000 rpm
+ Transmission: S1/J1/Y1/A1
o 1992-1995 JDM Honda Civic SiR/SiRII (EG6/EG9)
+ Displacement: 1595 cm³
+ Compression: 10.4:1
+ Power: 168 hp @ 7800 rpm & 116 ft·lbf @ 7300 rpm
+ Transmission: S4C
o 1992-1995 EDM Honda Civic VTi
+ Displacement: 1595 cm³
+ Power: 158 hp @ 7800 rpm & 116 ft·lbf @ 7300 rpm
o 1992-1996 JDM Honda CR-X del Sol SiR
+ Displacement: 1595 cm³
+ Compression: 10.2:1 / 10.4:1
+ Power: 158 hp - 170 hp & 111 ft·lbf - 116 ft·lbf


B16A1

* VTEC
* Found in:
o 1989-1991 EUDM Honda CRX 1.6i/VTi (EE8/ED)
o 1990-1991 EUDM Honda Civic 1.6iVT (EE9)
+ Displacement: 1595 cm³
+ Compression: 10.2:1
+ Power: 160 hp (117 kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm


B16A2

* VTEC
o 1992-2000 Honda Civic EDM VTi (EG & EK)
+ Displacement: 1595 cm³
+ Compression: 10.2:1
+ Power: 158 hp @ 7600 rpm & 113 ft·lbf (153 N·m) @ 7300 rpm
+ Transmission: Y21
o 1999-2000 Honda Civic Si (EM1)
+ Displacement: 1595 cm³
+ Compression: 10.2:1
+ Power: 160 hp (118 kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm
+ Transmission: Y21 S4C
o 1996-1997 Honda Del Sol VTEC (EG)
+ Displacement: 1595 cm³
+ Compression: 10.4:1
+ Power: 160 hp (119 kW) @ 7800 rpm & 111 ft·lbf (152 N·m) @ 7000 rpm
+ Transmission: Y21


B16A3

* VTEC
* Found in:
o 1994-1995 Honda Del Sol VTEC (EG)
+ Displacement: 1595 cm³
+ Compression: 10.4:1
+ Power: 160 hp (119 kW) @ 7800 rpm & 111 ft·lbf (152 N·m) @ 7000 rpm
+ Transmission: Y21


B16A6

* VTEC
* Found in:
o 1996-2000 Honda Civic - South Africa VTEC (EK)
+ Displacement: 1595 cm³
+ Compression: 10.2:1
+ Power: 160 hp (118 kW) @ 7800 rpm & 160 N·m @ 7400 rpm
+ Transmission: Y21


B16B

* VTEC
* Found in:
o 1997-2000 Civic Type-R
+ Displacement: 1595 cm³
+ Compression: 10.8:1
+ Power: 185 hp (137 kW) @ 8200 rpm & 118 ft·lbf (160 N·m) @ 7500 rpm
+ Transmission: S4C With LSD


B17


B17A1

* VTEC
* Found in:
o 1992-1993 Integra GS-R (DB2)
+ Displacement: 1678 cm³
+ Compression: 9.6:1
+ Power: 160 hp @ 7600 rpm & 117 ft·lbf (159 N·m) @ 7000 rpm
+ Transmission: Cable~ YS1


B18


B18A

* Non-VTEC
* Found in:
o 1986-1989 Accord Aerodeck LXR-S/LX-S (Japan)
o 1986-1989 Accord EXL-S/EX-S (Japan)
o 1986-1989 Vigor MXL-S (Japan)
+ Displacement: 1834 cm³
+ Compression: 9.4:1
+ Dual Keihin Carbs
+ Power: 130 hp (97 kW) @ 6000 rpm & 120 ft·lbf (164 N·m) @ 4000 rpm
+ Transmission: A2N5, E2N5

* This engine is not 100% related to the other B series engines. It is a destroked Honda B20A engine.


B18A1

Non-VTEC

* Found in:
o 1990-1993 Integra RS/LS/GS (DA)
+ Displacement: 1834 cm³
+ Compression: 9.2:1
+ Bore: 81 mm
+ Stroke: 89 mm
+ Power:
# 1990-1991: 130 hp (97 kW) @ 6000 rpm & 121 ft·lbf (164 N·m) @ 5000 rpm
# 1992-1994: 140 hp (104 kW) @ 6300 rpm & 127 ft·lbf (173 N·m) @ 5200 rpm
+ Transmission: YS1


B18B1

* Non-VTEC
* Found in:
o 1994-2001 Acura Integra "RS/LS/GS" (DC4/DB7)
+ Displacement: 1834 cc
+ Compression: 9.2:1
+ Bore: 81 mm
+ Stroke: 89 mm
+ Power:
# 142 hp (104 kW) @ 6300 rpm & 128 ft·lbf @ 5200 rpm
+ Transmission: S80

b18c10 costa rican model

* VTEC
* Found in:
o 1994 Honda Integra SiR-G
o 1995-1997 Honda Integra SiR
* Power: 180 hp (128 kW)
o 1995-2001 Honda Integra (DC2/DB8)(Japan) Type R
* Power: 200 hp @ 8100 rpm

acura integra 2006 300 horsepower stock


B18C1

* VTEC
* Found in:
o 1994-2001 Integra GS-R (DC2)
* Displacement: 1797 cm³
* Compression: 10.0:1
* Power: 170hp (127 kW) @ 7600 rpm & 128 ft·lbf (174 N·m) @ 6200 rpm
* Transmission: Y80


B18C3

* VTEC
* Found in:
o 1995-1998 Acura Integra Type R

Power: 185 hp


B18C4

* VTEC
* Found in:
o 1996-2000 UK Civic 1.8i VTi Acura
o 1998-1999 EU Civic Aerodeck 1.8i VTi 5-door Wagon
o 1998-1999 EU Civic 1.8i VTi 5-door Hatch
* Displacement: 1797 cm³
* Compression: 10.0:1
* Power: 169 hp (124 kW) @ 8000 rpm & 129 ft·lbf (174 N·m) @ 7500 rpm
* Transmission: S9B
* 0/100km/h : 8.5 seconds
* Top Speed : 215 km/h
* Limited Slip Diff


B18C5

* VTEC
* Found in:
o 1997-2001 Integra Type-R
* Displacement: 1797 cm³
* Compression: 11.0:1
* Power: 195 hp (145 kW) @ 8000 rpm & 130 ft·lbf (176 N·m) @ 7500 rpm
* Transmission: S80


B18C6

* VTEC
* Found in:
o 1998-2001 Honda Integra Type Rx
* Power: 200 hp (147 kW), 136 ft·lbf


B18C7

* VTEC
* Found in:
o 1996- Honda Integra Type R (Australia)
* Power: 210 hp (154 kW), 136 ft·lbf


B20

The B20A3 and B20A5 are not considered part of the B family. See Honda B20A engine.


B20B

* Found in: Honda CR-V, Honda Orthia
* Displacement: 1973
* Power: 126hp @ 5500rpm
* Torque: 133 ft @ 4200 rpm

* Compression: 8.8:1
* Bore: 84 mm[
* Stroke: 89 mm
* Redline: 6300 rpm red line


B20Z

* NON-VTEC
* Found in: 1999-2001 Honda CR-V
* Displacement: 1974
* Power: 146 hp @ 5500 rpm
* Torque: 133@ 4500 rpm
* Compression: 9.6:1
* Bore: 84 mm
* Stroke: 89 mm
* Redline: 6700 rpm


B20A/B21A

The B20A and B21A are not considered to be 100% part of the B family. See Honda B20A engine

History of engines

Antiquity

Engines using human power, animal power, water power, wind power and even steam power date back to antiquity.

Human power was focused by the use of simple engines, such as the capstan, windlass or treadmill, and with ropes, pulleys, and block and tackle arrangements, this power was transmitted and multiplied. These were used in cranes and aboard ships during Ancient Greece, and in mines, water pumps and siege engines in Ancient Rome. Early oared warships used human power augmented by the simple engine of the lever -- the oar itself. The writers of those times, including Vitruvius, Frontinus and Pliny the Elder, treat these engines as commonplace, so their invention may be far more ancient.

By the 1st century AD, various breeds of cattle and horses were used in mills, using machines similar to those powered by humans in earlier times.

According to Strabo, a water powered mill was built in Kaberia in the kingdom of Mithridates in the 1st century BC. Use of water wheels in mills spread through Europe over the next few centuries. Some were quite complex, with aqueducts, dams, and sluices to maintain and channel the water, and systems of gears, or toothed-wheels made of wood with metal, used to regulate the speed of rotation. In a poem by Ausonius in the 4th century, he mentions a stone-cutting saw powered by water.

Hero of Alexandria demonstrated both wind and steam powered machines in the 1st century, although it is not known if these were put to any practical use.


Modern

English inventor Sir Samuel Morland allegedly used gunpowder to drive water pumps in the 17th century. For more conventional, reciprocating internal combustion engines the fundamental theory for two-stroke engines was established by Sadi Carnot, France, 1824, whilst the American Samuel Morey received a patent on April 1, 1826.

Automotive production has used a range of energy-conversion systems. These include electric, steam, solar, turbine, rotary, and piston-type internal combustion engines. The gasoline internal combustion engine, operating on a four-stroke Otto cycle, has been the most successful for automobiles, while diesel engines are used for trucks and buses. The patent on the design by Otto had been declared void.

Karl Benz led in the development of new engines. In 1878 he began to work on new patents. He concentrated his efforts on creating a reliable gas two-stroke engine, based on Nikolaus Otto's design of the four-stroke engine. Karl Benz showed his real genius, however, through his successive inventions registered while designing what would become the production standard for his two-stroke engine. Benz finished his engine on New Year's Eve and was granted a patent for it in 1879.

In 1896, Karl Benz was granted a patent for his design of the first boxer engine with horizontally-opposed pistons. His design created an engine in which the corresponding pistons reach top dead centre simultaneously, thus balancing each other with respect to momentum. Flat engines with four or fewer cylinders are most commonly boxer engines and are also known as, horizontally-opposed engines. This continues to be the design principle for high performance, automobile racing engines such as Porsches.

Continuance of the use of the internal combustion engine for automobiles is partially due to the improvement of engine control systems (computers) and forced induction (turbos and superchargers), giving modern diesel engines the same power characteristics as gasoline engines. This is especially evident with the popularity of diesel engines in Europe.

The internal combustion engine was originally selected for the automobile due to its flexibility over a wide range of speeds. Also, the power developed for a given weight engine was reasonable; it could be produced by economical mass-production methods; and it used a readily available, moderately priced fuel--gasoline.

In today’s world, there has been a growing emphasis on the pollution producing features of automotive power systems. This has created new interest in alternate power sources and internal-combustion engine refinements that were not economically feasible in prior years. Although a few limited-production battery-powered electric vehicles have appeared, they have not proved to be competitive owing to costs and operating characteristics. In the twenty-first century the diesel engine has been increasing in popularity with automobile owners. However, the gasoline engine, with its new emission-control devices to improve emission performance, has not yet been challenged significantly.

The first half of the twentieth century saw a trend to increase engine power, particularly in the American models. Design changes incorporated all known methods of raising engine capacity, including increasing the pressure in the cylinders to improve efficiency, increasing the size of the engine, and increasing the speed at which power is generated. The higher forces and pressures created by these changes created engine vibration and size problems that led to stiffer, more compact engines with V and opposed cylinder layouts replacing longer straight-line arrangements. In passenger cars, V-8 layouts were adopted for all piston displacements greater than 250 cubic inches (4 litres).

Smaller cars brought about a return a to smaller engines, the four- and six-cylinder designs rated as low as 80 horsepower (60 kW), compared with the standard-size V-8 of large cylinder bore and relatively short piston stroke with power ratings in the range from 250 to 350 hp (190 to 260 kW).

The automobile motor had a bigger range, varying from 1-9 cylinders with corresponding differences in overall size, weight, piston displacement, and cylinder bores. Four cylinders and power ratings from 19 to 120 hp (14 to 90 kW) were followed in a majority of the models. Several three-cylinder, two-stroke-cycle models were built while most engines had straight or in-line cylinders. There were several V-type models and horizontally opposed two- and four-cylinder makes too. Overhead camshafts were frequently employed. The smaller engines were commonly air-cooled and located at the rear of the vehicle; compression ratios were relatively low. The 1970s and '80s saw an increased interest in improved fuel economy which brought in a return to smaller V-6 and four-cylinder layouts, with as many as five valves per cylinder to improve efficiency.

Straight-8 engine

A Straight-8 is a straight engine with eight cylinders.

Unfortunately, a straight-8 is a very long engine and requires more main bearings to support the crankshaft adequately. In addition, the change in design of cars from a long engine compartment between separate fenders to the modern configuration beginning with the Chrysler Airflow and its shorter engine compartment led to straight-8 engines being phased out of automobile design.

Most straight-8 engines were used pre-World War II in expensive luxury and performance vehicles. Bugattis commonly used DOHC straight-8 engines. Postwar, the main users of the straight-8 were American luxury cars belonging to Chrysler (flathead configuration) and General Motors owned marques (flathead and OHV configuration), but the straight-8 lost favor by the 1950s, almost universally replaced by the V8. Ford never adopted the straight-8, using V8 or V12 engines from the 1930s on. The legendary Mercedes-Benz 300 SLR used a 3 liter Straight-8 outputting 290hp.

Straight-6 engine

The straight-6 (also inline-6, I-6, or I6) is an internal combustion engine with six cylinders aligned in a single row. The name slant-6 is sometimes used when the cylinders are at an angle from the vertical.

Straight-6 engines have perfect primary and secondary balance and require no balance shaft.

Usually a straight-6 was used for engine displacements between about 2.5 and 4.0 L. Sometimes this configuration is used to make smaller engines which tend to be powerful and very smooth running, but also rather expensive to manufacture and physically longer than alternative layouts. The smallest production straight-6 was found in the Benelli 750 sei motorcycle, displacing 747.7 cc. The largest are used in tractor-trailer combinations and some low speed diesels in cargo and passenger ships. These engines have a displacement of 1000 L or more.

Straight-6 engines were historically more common than V6s, mainly because the length of such engines was not such a concern in rear wheel drive vehicles but also because V6s (unlike the crossplane V8) were somewhat difficult to make smooth-running. The widespread use of front-wheel-drive and transverse ("east-west") engine configurations in smaller cars saw that the shorter engine length of the V6 became highly desirable, and these days most six-cylinder engines are made in the V configuration.



Straight-6 engines in Europe

Volvo produced straight-6 engines used in the 960/S90 (RWD) series from 1992~1998. In the following model year, the same engine was further refined for transverse mounting and VVT in the front-wheel drive Volvo S80. A New 3.2-liter straight-6 was introduced for 2007 model years.

Audi has never offered straight-6 engines; until the mid-1990s, however, straight-5 gasoline engines were available for most models, some of them turbocharged.

Although Mercedes-Benz used to build many straight-6s both as gas and diesel engines, it has recently abandoned the layout and now only engineers V6 engines (they have retained the straight-6 layout for medium duty diesel applications such as the MBE 906).

BMW, on the other-hand, is one of the few remaining manufacturers to persist with the straight-6 configuration, making petrol and turbo-diesel engines ranging from 2.0 to 3.2 L in displacement (as of 2005). In 2006, they announced that the upcoming 335i model of their E92 3-series coupé will have a 3.0L twin-turbo straight-6, showing the company's continued dedication to the straight-6 engine configuration.

Opel has also used a straight-6 engine in the 1970s until the early 1990s, ranging between 2.5 and 4.0 L. They powered Opel's top of the line models, including the Monza, the Omega and the Commodore.

In 1959, Saab had an experimental car with two transverse straight-3 engines bolted together — the Saab Monster.


Straight-6 engines in Britain

The straight-6 was the archetypal British engine for sports and luxury cars for many years. Rolls-Royce used straight-6 engines until changes in their design made the shorter V8 layout more suitable.

Jaguar used them, from 1949 until the mid 1990s in form of the legendary twin-camshaft Jaguar XK6 engine, until, at Ford's insistence, they adopted a V8. Aston Martin used a straight-6 for many years, as did Austin-Healey in their Austin-Healey 3000. MG also used a straight-6 in their MGC.

Bristol produced a straight-6 until 1961, based on BMW plans, that was also used in many small manufacturers' cars.

The compact Triumph straight-6 powered their high-end saloon and sports cars from the mid 1950s to the mid 1970s.

British sports car company TVR has designed its own straight-6, known as the Speed Six, and now uses it exclusively in all of their models.

Land Rover used a 2.6L straight-6 from 1967 in certain series Land Rover models.


Straight-6 engines in the United States

Engines of this type were popular before World War II in mid-range cars. Most manufacturers started building straight-6 engines when cars grew too large for the straight-4.

After the war, larger cars required larger engines, and the straight-6 became the base engine model used on economy cars only. The vast majority of American cars during this period had V8s.

The Chrysler Corporation had noteworthy slant-6 engines, used in the Plymouth Valiant and Dodge Dart A-body models of the 1960s and 1970s.

Another significant straight-6 engine family was introduced by American Motors (AMC) in 1964. These engines were used in a variety of AMC passenger and Jeep utility vehicles. They were also assembled and marketed internationally. Some markets (such as Mexico) built their own specialized versions of this engine. American Motors' straight-6 engine received a number of modifications and was produced continuously (even after Chrysler's buyout of AMC) for 42 years.

When cars began to get smaller again in the 1970s, the trend was towards the greater compactness enabled by the V6 layout, and straight-6 engines became rare in American cars except for trucks and vans. Jeeps were an exception to the rule, getting AMC's straight-6 as the base engine option in 1972. These engines continued receive upgrades with an advanced for its time, high-performance 4.0 L option in 1987. Usage of the AMC 4.0 has been declining in Jeep vehicles since the 2002 replacement of the Jeep Cherokee with the Liberty, which features the Chrysler 3.7 L V6 instead. It has declined further since the 2005 introduction of the third generation Jeep Grand Cherokee, which also uses the 3.7 L V6. The last application of the 4.0 was in the 2006 Jeep Wrangler; for 2007 the engine has been replaced with a 3.8 L V6.

Ford used a straight-6 in baseline Mustangs and in its other models for many decades. They were also found in F150 pickups until 1997 when they were replaced with a V6.

In 2001 General Motors introduced a new family of straight engines, the Atlas, for use in the newly-introduced Chevrolet TrailBlazer/GMC Envoy. The straight-6 was chosen for development because of the desirable operating characteristics of its self balanced design.

As far as passenger vehicles are concerned, straight-6 engines might be making a comeback in some larger vehicle types such as trucks and SUVs. Examples include the 5.9 L Cummins Turbo Diesel engine used in Dodge Rams and GM's 4.2L "Vortec 4200". Many big rig trucks also use straight six diesels.


Straight-6 engines in Asia

The Japanese have used the straight-6 with great success since the 1960s in a wide range of applications, from passenger vehicles, to sports cars, to SUV's. Both Datsun and Toyota were among the first in this trend, though Prince Motors (later acquired by Datsun) and others offered straight-6s in that time too.

Toyota started with their M-series engine and later the F, FZ, G, and JZ engines, and Datsun started with their H-series and later the L as well as the famous RB series (used in the Nissan Skyline up until the 'R34' model) engines. Honda built the Honda CBX motorcycle from 1978 till 1981. In 1990's Toyota offered representatives of all 5 families in their vehicles: the G in the Altezza (and others); the M and its replacement, the JZ, in the Toyota Supra (and others); and the F and its replacement, the FZ, in the Land Cruiser. In the 2000's, Toyota's still offers the FZ-series, G-series and the JZ-series engines.

In Korea, GM Daewoo's Magnus (sold abroad as the Chevrolet Evanda, Chevrolet Epica or Suzuki Verona) comes with a Daewoo-designed straight-6.


Straight-6 engines in Australia

Historically, all three manufacturers in Australia used straight-6s. Chrysler had built the Slant 6 in Australia and the unique to Australia Hemi straight-6. These engines were used in the Chrysler Valiant and the Valiant Charger producing up to 320hp. Chrysler no longer owns any factories in Australia.

Holden built 161, 186 and 202in³ straight-6s from 1968-1984. They were used in the Kingswood, Torana and in the early Commodores. Modern Commodores use V6s.

Ford Australia has been producing straight-6s since 1960 and is the only manufacturer in Australia to still build them. Ford has built 144, 200, 240 and 250in³ engines, with the 240 being called the 3.9l or 4.0l and the 200 being called the 3.3l. They have been used since 1960 in the Falcon, 1970-1982 in the Cortina and from 2004 in the Ford Territory. The current straight-6 engines in the Falcon and Territory are called the Barra.

The high-performance division of Ford Australia, Ford Performance Vehicles, produce vehicles equipped with the 4.0 litre DOHC 24-valve turbocharged straight-6 with variable cam timing, which produces 270 kW (362 hp) @ 5250 rpm and 550Nm (406 ft•lbf) @ 2000 - 4250 rpm — the highest level of torque in any Australian production car to date.


Diesel straight-6 engines

The straight-6 in diesel form with a much larger displacement is commonly used for various industrial applications. These range from various types of heavy equipment to power generation to transit buses or coaches. As with everyday passenger vehicles, the smooth running characteristics of the straight-6 engine is what makes it desirable for industrial use. In addition, a straight-6 engine is mechanically simpler than a V6 or V8. It has only one cylinder head and half as many camshafts as a V engine.

Straight-5 engine

The straight-5 or inline-5 is an internal combustion engine with five cylinders aligned in one row, sharing a single engine block and crankcase. This configuration is a compromise between the smaller straight-4 and the larger straight-6.

Straight-5 engines have been used rarely but continuously since their invention. In recent years they have become increasingly popular. They are used in Audis and on some diesel-powered Mercedes-Benz models, as well as on the Acura Vigor. Recently, General Motors launched a popular straight-5 engine for its compact trucks (Chevrolet Colorado, GMC Canyon, and the Isuzu i-350). It also powers the Hummer H3. The engine is part of its Atlas family that also includes 4- and 6-cylinder versions. Since the Volvo 850 was introduced in 1991, many Volvos make use of straight-5 engines, often turbocharged. It has also recently found an application in the Ford Focus ST. Volkswagen has also used straight-five engines in their Eurovan, and have recently developed a different straight-five engine which is used in the Jetta and Golf/Rabbit.


Characteristics

The 5-cylinder engine's advantage over a comparable 4-cylinder engine is best understood by considering power strokes and their frequency. A 4-cycle engine fires all its cylinders in every 720 degrees — the crankshaft makes two complete rotations. If we assume an even firing engine, we can then divide 720 degrees by the number of cylinders to determine how often a power stroke occurs. 720 degrees ÷ 4 = 180 degrees, so a 4-cylinder engine gets a power stroke every 180 degrees. A V8 engine gets a power stroke every 90 degrees, (720° ÷ 8 = 90°).

A given power stroke can last no more than 180 degrees of crankshaft rotation, so the power strokes of a 4-cylinder engine are sequential — no overlap. At the end of one cylinder's power stroke another cylinder fires.

In a 1-, 2-, or 3-cylinder engine there must then be times when no power stroke is occurring. A 3-cylinder engine gets a powerstroke every 240 degrees, (720° ÷ 3 = 240°). Since a power stroke cannot last longer than 180 degrees, this means that a 3-cylinder engine has 60 degrees of "silence". No power stroke occurs, there is no overlap.

A 5-cylinder engine gets a power stroke every 144 degrees, (720° ÷ 5 = 144°). Since each power stroke lasts 180 degrees, this means that the power strokes have some overlap and the engine is smoother than a non-overlapping 4-cylinder engine.

A 5-cylinder engine also gains smoothness over a 4-cylinder engine because there is not a moment in a 5-cylinder engine when all pistons reverse direction at the same time. A typical inline-4 has the center pistons rising and falling together and the outer pistons rising and falling together. When pistons #1 and #4 are at top dead center (TDC), #2 and #3 are at bottom dead center (BDC).

Every cylinder added beyond five increases the overlap of firing strokes and makes for a smoother engine. An inline-6 gets a power stroke every 120 degrees. So there is more overlap (180° - 120° = 60°) than in a 5-cylinder engine (180° - 144° = 36°). However, this increase in smoothness of a 6-cylinder engine over a 5-cylinder engine is not as pronounced as that of a 5-cylinder engine over a 4-cylinder engine. The inline-5 loses less power to friction as compared to an inline-6. It also uses fewer parts, and it is physically shorter, so it fits under the hood better, possibly allowing for tranverse mounting.

The 5-cylinder engine is longer and more expensive to manufacture than a comparable 4-cylinder engine, but some manufacturers feel these costs are outweighed by the 5-cylinder engine's greater smoothness.


Automobile use

The smallest production straight-5 was found on the 1981 Audi 100, with 1921 cc of displacement. The Toyota 1PZ Diesel is the largest at 3469 cc, though the aforementioned GM Atlas is close at 3464 cc.


Motorcycle use

The smallest straight-5 was found on the Honda racing motorcycle, the 125cc RC149, raced in 1966. The five cylinder configuration was used because it shared components (and hence simultaneous development) with the 2-cylinder engine, 50cc, RC116.

Straight-4 engine

The straight-4 or inline-4 is an internal combustion engine with four cylinders aligned in one row. Nicknamed a four-banger, this straight engine configuration is the most common in cars with a displacement up to 2.2 Litres. The current "practical" limit to the displacement of Straight-4 engines is around 2.6 litres.

The straight-4 engine is not a balanced configuration. While a pair of pistons is always moving up at the same time as the other pair is moving down, piston speed - as with all internal combustion engines - is higher through the top 180 degrees of the stroke than the bottom 180 degrees, which leads to a secondary harmonic imbalance. While this is tolerable in a small low-displacement low-power configuration, the vibrations get worse with increasing size and power. Most straight-4 engines below 2.0 L in displacement rely on the damping effect of their engine mounts. Today, most engineers will make use of balance shafts above that limit. A 4-cylinder engine needs two balance shafts, rotating at twice the crankshaft frequency, to be smooth. Nonetheless there were several samples of larger straight-4s in production using no balance shafts, such as the Citroën DS 23 2347 cc engine that was a derivative of the Traction Avant engine, and the 1948 Austin 2660 cc engine used in the Austin-Healey 100 and Austin Atlantic. These engines were generally the result of a long incremental evolution process and their power was kept relatively low regarding their capacity.



Automobile use


Notable straight-4 engines

The smallest automobile production straight-4 engine powered the 1961 Mazda P360 Carol keicar. Displacing just 358 cc, the Mazda OHV was a conventional but tiny pushrod engine. Most straight-4 engines, however, have been over 1.0 L in displacement. A practical upper limit could be placed in the 2.5 L range for production cars. Larger engines (up to 4.5 L) have been seen in racing and light truck use, especially using diesel fuel (an example is the Mercedes-Benz MBE 904). The use of balance shafts allowed Porsche to use a 3.0 L (2990 cc) straight-4 engine on road cars like the Porsche 968, but the largest modern non-diesel was the plain 3.2 L (3188 cc) 195 in the 1961 Pontiac Tempest.

In the early 20th century, bigger engines existed, both in road cars and sports cars. Due to the absence of displacement limit regulations, manufacturers took increasing liberties with engine size. In order to achieve power over 100 hp, most engine builders simply increased displacement, which could sometimes achieve over 10.0 L. One of the biggest straight-4s of its time was De Dietrich 17,000 cc motor. Its cubic capacity is over twice the size of the Cadillac's 500 in3 8.2 L V8, which was considered the largest engine of its type in the 1970s. These engines ran at very low rpm, often less than 1,500 rpm maximum, and had a specific output of about 10 hp/L.

Other notable engines using this configuration include:

* Ford Model T engine - One of the most-widely produced engines in the world
* Austin A-Series engine - This engine powered many of the compact vehicles of the 1950s
* Honda ED engine - First use of Honda's CVCC technology
* Triumph Slant-4 engine - The first mass-produced multivalve engine for Triumph and an early turbo engine for Saab
* GM Quad-4 engine - The first multivalve American engine
* Hyundai Alpha engine - The first automobile engine designed in Korea
* Honda B engine - The B16A is the first mass produced engine to reach 100hp per Liter
* Honda F20C engine - Its 240 hp from 2.0 L was the highest specific output of its time



Racing use

1913 saw a Peugeot driven by Jules Goux winning the Indianapolis 500. This car was powered by a straight-4 engine designed by Ernest Henry. This design was very influential for racing engines as it featured for the first time dual overhead camshafts (DOHC) and 4 valves per cylinder, a layout that would become the standard until today for racing straight-4 engines.

This Peugeot was sold to the American driver "Wild Bob" Burman who broke the engine in 1915. As Peugeot couldn't deliver a new engine during World War 1, Burman asked Harry Arminius Miller to build a new engine. With John Edward and Fred Offenhauser, Miller created a Peugeot-inspired straight-4 engine. This was the first version of the engine that would dominate the Indianapolis 500 until 1976 under the brand Miller and later Offenhauser.

Another engine that played an important role in Racing history is the Straight-4 Ferrari engine designed by Aurelio Lampredi. This engine was originally designed as a 2 litre Formula 2 engine for the Ferrari 500 but evolved to 2.5 L to compete in Formula 1 in the Ferrari 625. For sports car racing capacity was increased up to 3.4 L for the Ferrari 860 Monza.

Yet another very successful engine was the Coventry Climax straight-4 originally designed by Walter Hassan as a 1.5 L Formula 2 engine. It evolved into the large 2,495 cc FPF that won the Formula One championship in Cooper's chassis.


Motorcycle use

The smallest production motorcycle straight-4 engine was the 4-stroke engine powered the 250 cc Benelli/Moto Guzzi 254. For racing, Honda built straight-4 engines as small as a 125 cc for the Honda 125/4. This engine was replaced by a 125 cc straight-5 engine.

Single cylinder engines

A single cylinder engine, colloquially known as a one-lunger, is an engine configuration consisting of just one cylinder, the simplest arrangement possible for an Otto or Diesel engine. The mounting can be standing, lying or angled.


Pros and Cons

Compared to multi-cylinder engines, single cylinder engines have several advantages, primarily their simple and economical construction. Balance shafts and counterweights on the crankshaft must be used to balance the weight of reciprocating parts, and can be expensive and complicated due to the collective mass of multiple cylinders. Components such as the crank have to be just as strong as in a four-cylinder engine of the same capacity per cylinder, meaning that some parts are effectively four times heavier than they need to be for the total displacement of the engine. This leads to the biggest downside of the single cylinder engine: it develops considerably lower power to weight ratios than a multi-cylinder of the same type.


Uses

Some early automobiles, such as the Cadillac 1906 Model K and 1907 Models L and M used single-cylinder engines. Single cylinder engines were also popular at one time for marine uses. Today the most common configuration is the 50cc-two-stroke Otto seen in so many bikes and scooters. These vehicles allowed the first mass-motorisation in many countries. Most engines used in small portable appliances, such as chainsaws, generators and domestic lawn mowers, usually have one cylinder. Also, the one-lunger is used in working vehicles, motorsports, airplanes, and as an industrial motor.