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Location: By the sea, by the sea, by the beautiful sea
68,281 posts, read 54,065,692 times
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Quote:
Originally Posted by EckyX
A 1.5L 3 cylinder will fire every 120 degrees, while a 1.5L 4 cylinder will fire every 90 degrees, yes. NVH is lower on the 4 cylinder. However, both can fire a piston with the same relative crank angle.
Most I-4 cranks I've ever seen have their throws 180 deg apart so they fire 180 apart but an I-4 with that configuration has perfect primary balance.
I’m curious how a modern turbo 3 cylinder engine would work in the old Honda CRX?
Problem with putting modern mills in a CRX is that the hood is really low in that car. Newer engine bays tend to be less long but taller. Most modern engines I've fantasy-fit into the CRX end up with either oil pans hanging 2 inches above the road, or with a cut-out in the hood.
Now, the 2000 Insight on the other hand...
It's 2-300lbs lighter than the 2nd gen CRX and has a similar layout - large hatch, two seats, low and wide, good handling. I weighed mine with the hybrid battery out, and it came out to an astounding 1650lbs. It also has a roomy engine bay which comfortably fits most modern engines. I'm actually in the process of swapping a Honda K24A2 into mine, which undoubtedly will hurt economy a bit but should give it a little extra oomph.
My progress so far:
Not mine, but someone else who has done the same swap:
Problem with putting modern mills in a CRX is that the hood is really low in that car. Newer engine bays tend to be less long but taller. Most modern engines I've fantasy-fit into the CRX end up with either oil pans hanging 2 inches above the road, or with a cut-out in the hood.
Now, the 2000 Insight on the other hand...
It's 2-300lbs lighter than the 2nd gen CRX and has a similar layout - large hatch, two seats, low and wide, good handling. I weighed mine with the hybrid battery out, and it came out to an astounding 1650lbs. It also has a roomy engine bay which comfortably fits most modern engines. I'm actually in the process of swapping a Honda K24A2 into mine, which undoubtedly will hurt economy a bit but should give it a little extra oomph.
My progress so far:
Not mine, but someone else who has done the same swap:
Blasphemy! You’re trying to turn a slow hybrid into a gas guzzling sleeper! “Good for yoouuu!” (South Park Smug Alet reference)
Blasphemy! You’re trying to turn a slow hybrid into a gas guzzling sleeper! “Good for yoouuu!” (South Park Smug Alet reference)
Oh, but it shouldn't be too bad afterward.
I'm digressing, but I've had a completely custom gearset made which will allow highway cruising at less than 1500rpm. I've also reduced the rotating mass in the engine extensively, and cut parasitic losses. I expect to still be able to get 50-60mpg highway and around 4 seconds to 60 - should be ballpark 250HP.
I had a SAAB back in the early 60's with a 3 Cylinder 2 stroke engine that had a lifetime replacement warranty. It really flew for a little engine and was really quiet and smooth.
I had a Kawasaki 500 two-stroke-cycle engine with 3 cylinders. The Mach III. It sounded wonderful, and accelerated like crazy, especially after I cranked through the math to design my own expansion chambers designed to maximize power over a narrowed 1500 rpm power band leading up to redline. https://en.wikipedia.org/wiki/Kawasaki_H1_Mach_III
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