Simplest engine, pros and cons?

[cRiPpLe_rOoStEr]

Of course neither the 6.8 V10 or the Godzilla V8 would cater to the penny-pinchers

Originally Posted by Autobahnschleicher

If my 1ZZ-FED blows again, I might drop in a 1KR-FE for ****s, giggles and superior fuel economy.
That little engine got me 3,5L/100km in a not very aerodynamic car.
I wonder what it would do in my spyder, especialy if I actualy ran tires with a fuel economy rating better than F

Even though it won't pull like a 14 with a Playboy, might be interesting to see what such a small engine could do to the MR2. Some sort of reinterpretation of the basic concept of the Typ-14 Karmann-Ghia?

[Autobahnschleicher]

Originally Posted by ksa8907

Perhaps we're making assumptions and confusion between fuel efficient engines and fuel efficient vehicles. Anyone have the new Godzilla engine bsfc handy?

I would actualy like to see that , but I doubt it's public.
I'd also like to see how it would compare to let's say a torque-monster like VAGs V-10 TDi.

[Autobahnschleicher]

Originally Posted by cRiPpLe_rOoStEr

Even though it won't pull like a 14 with a Playboy, might be interesting to see what such a small engine could do to the MR2. Some sort of reinterpretation of the basic concept of the Typ-14 Karmann-Ghia?

Well, the MR2 Spyder weights less than 1000 kg and the 1KR-FE has a forged crankshaft, forged connecting rods and only 10:1 compression ratio.
So with some forced induction it could possibly reach the 143 PS of a 1ZZ-FED with a better powerband and less weight.
But given the ridiculously low CDA of the MR2 Spyder, wich only gets lower with a hardtop and even lower than that with my mods, it should yield some 3L/100 km when on proper economy tires.

[cRiPpLe_rOoStEr]

Originally Posted by Autobahnschleicher

Well, the MR2 Spyder weights less than 1000 kg and the 1KR-FE has a forged crankshaft, forged connecting rods and only 10:1 compression ratio.
So with some forced induction it could possibly reach the 143 PS of a 1ZZ-FED with a better powerband and less weight.

You didn't mention forced induction before, yet the KR engine does have at least one turbocharged variant in Japan.

[Autobahnschleicher]

Originally Posted by cRiPpLe_rOoStEr

You didn't mention forced induction before, yet the KR engine does have at least one turbocharged variant in Japan.

Interesting.
However it would be more ecomodder style if I made up for the lack of power by adding an electric motor and a small batterypack.
To match the 1ZZ-FED I'd only need some 50 kW of electric power added, preferably to the rear axle.
Given that the engine is shorter, one could sandwich an electric motor in between engine and gearbox.
Or use some gearbox with an electric motor from a hybrid.
Would be nicer to be able to run purely electric without friction from the ICE.

[Ecky]

Simplicity is a virtue, in my book, but I think we can objectively answer this question.

The average American drives 15,000 miles per year. At $3 per gallon:

A 30mpg vehicle will spend $1500 per year in fuel, and $25,000 in fuel over a 250,00 mile lifespan.

A 40mpg vehicle will spend $1125 per year in fuel, and $18,750 in fuel over a 250,000 mile lifespan.

If the purchase price (from the engine alone) and maintenance (on the engine alone) are less than $6250 different, the 40mpg version is the better buy.

Aerocivic's original Honda D series from 1992 lasted north of 500,000 miles, and was replaced, running. There are plenty of examples of first generation Insight engines with variable valve timing, EGR, oil to water heat exchangers, coil on plug, and exotic materials to reduce weight (magnesium), which are still running north of 600,000 and even 700,000 miles. You can pick up one of Honda's relatively complex K series engines (dual overhead cam, variable timing and lift, etc. etc.) for as little as $250. The engine tends to outlast the car, so they become abundant and cheap.

[cRiPpLe_rOoStEr]

Originally Posted by Ecky

coil on plug

Some modern ignition systems may seem quite complex compared to the ones with a distributor, but they're far from being much of a rocket-science deal. The very same Opel-designed Family 1 engine still made in Brazil and fitted to some local Chevrolets was introduced locally with a TBI and a distributor, turned to a multi-port injection (continuous-flow at first) and wasted-spark ignition, and now resorts to the coil-on-plug arrangement. Sure a few different sensors are required, yet the basic design of the engine remains unchanged.

exotic materials to reduce weight (magnesium)

Even the VW Beetle resorted to a high magnesium content to the aluminium alloy its engine was made of, and that was a quite simple design.

[JSH]

Originally Posted by cRiPpLe_rOoStEr

Of course neither the 6.8 V10 or the Godzilla V8 would cater to the penny-pinchers

Don't be so sure. That 7.3L V8 Godzilla engine is the economical choice for the right application. Ford is counting on it when NOx emission regulations drop another 75% in 2024 combined with a 50% cut in PM.

Commercial fleets are all about pinching pennies.

[cRiPpLe_rOoStEr]

Originally Posted by JSH

That 7.3L V8 Godzilla engine is the economical choice for the right application.

Of course there is a right application, and that's why I refered to the Godzilla and the V10 Triton.

Ford is counting on it when NOx emission regulations drop another 75% in 2024 combined with a 50% cut in PM.

No wonder Ford opted for port-injection, which is also much easier to convert to gaseous fuels.

Commercial fleets are all about pinching pennies.

Sure commercial fleets are all about it, but when I refered to penny-pinchers what I had in mind were those folks who get a subcompact with a manual transmission which nearly no-one else wants, not a gas-station cowboy who gets the biggest truck only to haul a handful of grocery bags while pulling a ghost-trailer

[JSH]

Originally Posted by cRiPpLe_rOoStEr

Sure commercial fleets are all about it, but when I refered to penny-pinchers what I had in mind were those folks who get a subcompact with a manual transmission which nearly no-one else wants, not a gas-station cowboy who gets the biggest truck only to haul a handful of grocery bags while pulling a ghost-trailer

I was hinting a a paradigm shift in the heavy duty market that is going to surprise a whole lot of people. I wasn't talking about "gas-station cowboys" I was talking about these: