First, I'd like to say that I really value thoughtful replies that aren't just "so cool" or "so stupid"
Miatav8,MstrASE,A&P,F wrote:
Reply: There would be zero counterbalance. The bearing surface for each rod would be reduced by half. Custom made rod bearings will also be required. Custom made consumables are to be avoided.
I've heard that it's nicer on the crankshaft and bearings if there is some counterweight to act against the rotational masses hanging off the crank.
The H1 Hayabusa V8 uses counterweights in their various flat plane crank shafts
http://www.h1v8.com/i/engine%20gallery/crank.JPGThere is a fairly good chance that the CC spacing for the Busa flat plane V8 crank and the NSU engine might be close enough.. I will have to look into that and if they use custom or stock rod bearing widths.
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Reply: This will raise the cg due to the engine being just under the decklid. The bevel drive to mate the longitudinal engine to the transaxle will add parasitic loss and heat.
When I think bevel drive I think changing the angle of the axis of rotated power. What I was trying to describe was keeping the axis of rotation but with 2 gears changing the direction, so that if the flywheel of the engine is pointed at the front of the car, a transaxle from a mid engined car could be used underneath the bottom of the engine and be turning the right direction (this is essentially the stock NSU setup..)
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Reply: CG will be raised and increase the polar moment of inertia.
Can't argue that, by how much and how significant is the question.
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It isn't a question of can you but what are you willing to pay? It sounds like $5,000 to $10,000 just for the engine if you cannot cast or machine the parts yourself. It can be done and it isn't rocket science but it isn't very practical or locost.
I know someone who runs a machine shop.. I'm trying to get them interested