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Author Topic: Inline-four crankshaft  (Read 209674 times)

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Offline Jack Gifford

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Re: Inline-four crankshaft
« Reply #90 on: August 31, 2013, 11:37:47 PM »
... Firing order 1-3-4-2?...
... 8-counterweight crank?...
???
« Last Edit: August 31, 2013, 11:45:02 PM by Jack Gifford »
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Offline Gary Perkinson

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Re: Inline-four crankshaft
« Reply #91 on: September 01, 2013, 10:26:59 AM »
Destroking a 2.4 block to 2.1 l and using a 162ish mm rods is also a doable endeavor to rod ratio down and rpms up.

I'm thinking about doing this this winter when I put a turbo on my N/A 2.4 Ecotec. It'll give me the 2.4's bigger bore (88mm) with the forged strength and shorter stroke (86mm) provided by the 2.0 crank...

Offline George Fields

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Re: Inline-four crankshaft
« Reply #92 on: September 01, 2013, 11:02:00 AM »
Jack,
I can relay a bit of experience we have had with the four cylinder. We used a 1/2 Chrysler Hemi, 180 dg crank and cam, 4 1/4 X 4 1/4, 358 c.i., installed inline with 12:71 blower. Initially experienced  vibrations until we had all the cylinders receiving the same amount of fuel. 5200 rpm, 314 mph in Comp Coupe. Look at Al Eisenbaugh's (sic) " F" motor
George Fields

Offline George Fields

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Re: Inline-four crankshaft
« Reply #93 on: September 01, 2013, 01:23:26 PM »
That should be 4.25 x 4.5 = 255 cubic inch

Offline vwpsycho

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Re: Inline-four crankshaft
« Reply #94 on: September 01, 2013, 03:04:23 PM »
... Firing order 1-3-4-2?...
... 8-counterweight crank?...
???

Yes, Jack. 8 counterweights. 1-3-4-2 firing order. 144mm rod length.
This is the setup we use:
http://www.intengineering.com/integrated-engineering-06a-1-8t-20v-2-0l-2008cc-stroker-engine-kit-je-8-5-1cr


Abe
Abe Potter
Salt Lake City
2571 G/PS Volkswagen Passat

Offline Jack Gifford

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Re: Inline-four crankshaft
« Reply #95 on: November 29, 2013, 12:48:27 AM »
So... a few baby-steps taken in engine decisions:     [Omigosh- I started this thread TWO YEARS ago!
> Flat crank (cost-no-object billet)
> Eight counterweights
> Direct-shot oil drillings
> [some non-crank-related choices made for DOHC details]

Any helpful comments regarding 1-3-4-2 firing order vs. 1-2-4-3? :?( I need to get grinding of camshafts underway).
« Last Edit: November 29, 2013, 12:55:23 AM by Jack Gifford »
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Offline JimL

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Re: Inline-four crankshaft
« Reply #96 on: November 29, 2013, 02:35:36 AM »
Wasnt 1-2-4-3 a setup for 3-main crankshafts?  I think it was in some forklifts up until about 10 years ago.

Maybe someone knows the real deal, I never paid much attention to it.  I was told back in the 70s that you dont want to rev that firing order very high.  Dont know why... :?

Offline Jack Gifford

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Re: Inline-four crankshaft
« Reply #97 on: December 04, 2013, 11:56:14 PM »
... Any helpful comments regarding 1-3-4-2 firing order vs. 1-2-4-3? :?
Anybody?
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Offline fredvance

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Re: Inline-four crankshaft
« Reply #98 on: December 05, 2013, 08:00:56 AM »
Hayabusa is 1243.
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Offline jacksoni

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Re: Inline-four crankshaft
« Reply #99 on: December 05, 2013, 09:17:14 AM »
Unless there is some predetermined head/port, induction or exhaust issue suggesting otherwise (such as siamesed ports) it is my understanding that there is no difference between 1243 and 1342. Since you are grinding billet cams anyway starting from scratch as I understand (your first post), it should make zero difference. Ask your cam grinder, they may have suggestions or issues that could make the decision for you
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Offline RichFox

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Re: Inline-four crankshaft
« Reply #100 on: December 05, 2013, 10:50:20 AM »
Even with engines that pair cylinders 1 & 2 and also 3 & 4 I can't see the advantage between the Ford firing order and the more common 1342 Plymouth 4 firing order. You end up with two cylinders getting seconds on the intake either way.

Offline tortoise

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Re: Inline-four crankshaft
« Reply #101 on: December 05, 2013, 11:58:25 AM »
. . . no difference between 1243 and 1342.
The same crank works for both, just rotating in opposite directions.


Offline RichFox

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Re: Inline-four crankshaft
« Reply #102 on: December 05, 2013, 12:41:00 PM »
. . . no difference between 1243 and 1342.
The same crank works for both, just rotating in opposite directions.


What? Same crank. Different cam.

Offline jacksoni

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Re: Inline-four crankshaft
« Reply #103 on: December 05, 2013, 01:09:46 PM »
. . . no difference between 1243 and 1342.
The same crank works for both, just rotating in opposite directions.


What? Same crank. Different cam.

I was thinking from a power/vibration standpoint which has been part of the topic here. Cam different of course and I suppose he doesn't want it rotating counter clockwise- unless is a twin and the salt continues to be wet...... :roll: :cheers:
Jack Iliff
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Offline Jack Gifford

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Re: Inline-four crankshaft
« Reply #104 on: December 05, 2013, 11:49:14 PM »
I'm merely asking about engine dynamic considerations. I could imagine that one or the other firing order might behave (vibrate, shake, whatever) worse than the other. Ideally, I'd like to find some real-world examples to learn from. I won't be using any balance shaft.

Does the 1-2-4-3 order Hayabusa use balance shaft(s)?
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