http://kuvablogi.com/nayta/1012076/
here..

Quote:

Given Miks mediocre knowledge at best... He may be onto something. The amount of money that you would have to outlay to do such a project would outweigh any potential gains in economy, a nice thou donk with straight gas and mild boost, possibly injected lpg. Theres economy. Besides, economy can be measured in many ways. Just because you get good milege it doesn't nessicarily mean that it's cheap to maintain. I think that you should do the electric conversion. If I knew more about that stuff I would be keen to give it a go. That and the lack of $10K + to get it off the ground.

As for the conrods, if you are going through that much trouble then you might as well get them custom made for $450 each through Orger Engines to any spec that you require.

Unfamilia,
The thing about turbo is that it doubles the torque and
keep the rpms down the complete opposite of NA.

Revhead, I agree with the a10 comment but a twin would
look so nice in the engine bay with a little snail :)
The more I think about it, its also to have something
simpler in design, easy to get parts for and quirky.

Imagine a twin ka24e chopped in halve for a total of 6
inlet valves at 34mm each and 40mm exhaust with the
pro-swirl chamber produces heaps down low fat midrange.
A very efficient head design that only needs to go to
6500rpm at most.
Twin cylinder Ka24e
chopped L20B block bored to 88mm
chopped Ka24e head
Z20E rods (152.5mm)
Z22 pistons 1mm over (88mm pin height 31.9mm)
or vg30e 1mm over (88mm pin height 31.6mm)
1.794 rod stroke ratio
1034cc capacity

Quote:Imagine... a one cylinder A series engine. Call it the A3 engine. A good solid 17 HP. Now imagine 1/4 of an A15, bored out to 1607cc. That's the A4 engine for the Sports model. It could power a car less expensive than the Nano. Imagine...the Nissan Pico.

DD, for a Pico you are talking a Thumper in motorcycle circles.
I and others used to love the sound of my BSA Gold Star, it used to
pick up alot of chicks at rock pubs in the late 80s and early 90s.
I say it because everyone ask me to interpret its make and background.

A single cylinder big block would work on say the lightest
datsun ever made the flying feather but a datsun 1000 b10
will drop say 35kg just on the twin engine version.
A poor mans model of the B10 at 625 will become 590kg along
with composite leaf springs, no bumpers (or use bumperettes)
alloy radiator from a 1ltr motorbike, structural hole punching,
lighter disc brakes all round could drop to 540kg.

If the balance could be solved a big 1 cyl engine could be using
the Ka24e with 91.1mm pistons from the Mitsu 2555cc 2.6L engine.
it will still give 626cc.

If a qr25de could be modded then youd have the front balance
shaft unit to play with.

Im interested in using an Auto also in a big Twin to help with the
balance issues and a front liquid filled front balancer

DD, for a Pico you are talking a Thumper in motorcycle circles.
I and others used to love the sound of my BSA Gold Star, it used to
pick up alot of chicks at rock pubs in the late 80s and early 90s.
I say it because everyone asked me to interpret its make and background.

A single cylinder big block would work on say the lightest
datsun ever made the flying feather but a datsun 1000 b10
will drop say 35kg just on the twin engine version.
A poor mans model of the B10 at 625 will become 590kg along
with composite leaf springs, no bumpers (or use bumperettes)
alloy radiator from a 1ltr motorbike, structural hole punching,
lighter disc brakes all round could drop to 540kg.

If the balance could be solved a big 1 cyl engine could be using
the Ka24e with 91.1mm pistons from the Mitsu 2555cc 2.6L engine.
it will still give 626cc.

If a qr25de could be modded then youd have the front balance
shaft unit to play with.

Im interested in using an Auto also in a big Twin to help with the
balance issues and a front liquid filled front balancer

yes me and my mediocre knowledge, and tight wad of cash. I understand the thory but my two left hands just are rubbish at making.

I understand turbo increase torque but at the same time, i remeber a thory that to get any given power level, hp or torque, you will use similar ammounts of fuel to do so.

Based off this, to make an A6 turbo that has similar power and toque to an a12, it will use similar amounts of fuel to an a12. I tend to think an a10 turbo on straight gas would be a more economical and practical set up, also no need to waste non essential resournces (metal, time, cash) on custom internals that arent really required.

Good luck getting up the bell st hill with an a6 off the freeway, no matter what the economy when in constant driving.

sounds like a horrendous amount of work to build an air compressor motor..........
I reckon the ma10et would be a cool little conversion.

Some designs are more inefficient hence will waste more fuel
to make the same power and torque.
Heat engergy from the exhaust into a turbine helps efficiency.
A 65-70hp turbo A6 will make more torque hence will be a better
engine for its size and volumetric efficiency with the right
cams and port work to suit boost.
A 3 valve head is way more efficient than many 2 valve heads also
reducing friction throughout but the consequence is inferior balance.

Another aspect of multivalve head is the staggered opening and closing
possible with different shaped lobes on the cam. Tri-flow cams are one
in particular that works by opening one valve (primary) earlier to start
the swirl then followed by the second then closing at the same time and
reducing overlap. You cant do that with 2 valve combustion chambers.
As I mentioned earlier, Its not a matter of economy as a build-up but for
something different.

Unfam, Stop killing me with the a10 on lpg its too brain dulling.
Id rather an a12 on lpg or listen to my mother in law talk about my habits.

By the way nick the ma10/12e r too rare and chopped in halve would fall apart
with the open deck design.