The truth about v8 engines

[monaroCountry1]

From http://www.thetruthaboutcars.com/?p=1890

V8’s Rule!
By Bob Elton
July 25th, 2006

http://www.thetruthaboutcars.com/wp-content/uploads/2006/07/Aston%20V8.jpg


All cars should have a V8. For one thing, the modern eight cylinder engine is inherently balanced; it has completely overlapping power impulses. In other words, one cylinder fires before the previous cylinder has finished contributing, creating a much smoother power delivery with fewer impulses. That’s why a V8 can use the same drivetrain components as a much smaller four cylinder engine with half the displacement. There is no need for secondary balance shafts, and no unpleasant vibrations to annoy the passengers and reduce the life of the exhaust system and other accessories. It’s the smoothest engine configuration money can buy.

In contrast, inline four cylinder engines are inherently unbalanced. Because of the geometry of the crankshaft and rods within the engine, fours shake in both the horizontal and vertical planes. There’s only one way to mitigate the effect: add unbalanced shafts to create counter-vibrations. This “fix” adds weight, complexity and cost. Even so, the inherent vibrations from a four cylinder engine wreak havoc on accessories and require extra mass in all the mounting brackets and related parts. In fact, by the time a four cylinder engine is tamed, it weighs and costs almost as much as a V8. And the customer still suffers the noise and vibration penalties that come from skimping on cylinders.

V6’s also have inherent imbalances, though not nearly as severe as a four. Depending on the block angle, V6 engine operation creates vertical or horizontal forces. The most sophisticated V6 engines also have balance shafts, again adding to complexity, cost and weight. Fives, threes and twos have even worse vibrations, some beyond simple analysis. V10’s add the vibrations of two five cylinder engines together, which is better at some speeds, worse at others. Turbocharging or supercharging four or six cylinder engines to get to V8 power levels simply adds more complexity and weight to an already challenged engine design, and sacrifices the low end torque of a naturally aspirated powerplant. (Just ask Mercedes’ AMG division, who’ve recently switched from supercharged eights and sixes normally aspirated 6.3-liter V8's.)

Odd numbers of cylinders, like three or five, are inevitably the result of cost-cutting. Sometimes there’s no time or money to tool for a smaller engine, so a few cylinders are lopped off an existing engine. That’s why GM’s lackluster small pickup trucks and the Hummer H3 sport a five cylinder engine. Ten cylinder engines, currently deployed in Vipers and some Dodge and Ford trucks, are another cost-cutting move. Engine not powerful enough? Add two more similar cylinders and call it good.

The provision of V12 engines in luxury cars is even more perverse. V12’s are no smoother than a V8 and add (you guessed it) weight, complication and cost. While that may be the manufacturer’s intent, it still makes little engineering sense. Jaguar gave up on V12’s a while ago. Aston Martin passed on their V12 to offer a V8 in their latest car. In fact, thanks to the V8’s relatively light weight, good power output and compact packaging, the engine configuration is, belatedly, making gains in the European market. BMW, Mercedes, Volvo and Audi all offer Euro-spec V8 passenger cars.
Once you’ve committed to a V8, there are a lot of reasons for making it a pushrod. A single camshaft simplifies a lot of things, and the narrow heads associated with pushrod engines allow greater flexibility in vehicle packaging. Thus smaller cars can enjoy a V8 engine. Before the outraged techno-comments start dropping at the feet of this post, it should be noted that the most powerful racing engines in the world are pushrod V8s, with two valve heads to boot. Some of the fastest cars you can buy in America have pushrod, two valve V8’s. The Chevrolet Corvette is only the most prominent example.

So why don’t all cars have V8’s? The answer lies in marketing, rather than engineering. Marketing has declared that V8 engines are best suited to high-end, high performance cars, while the masses should get by with “economical” fours and sixes. The public now believes that V8 means bad mileage. The opposite is true– at least potentially. Mileage depends on two factors: the weight of the car and how fast you go. Engine size and cylinder count have little to do with it. Of course, bigger engines encourage people to accelerate and drive faster, but that’s not the engine’s fault. And new technology is mooting the V8 as gas-guzzler argument. Multi-displacement systems (a fancy way of saying that four cylinders go on vacation when not needed) have the potential to dramatically increase V8 mileage under light load conditions.

In short, for pistonheads at least, the five saddest words in the English language are still “I could’ve had a V8”.

[LTH-00L]

Interesting post..

but i wouldn't want EVERYONE to have a V8.. LOL

[jerrel]

The most sophisticated V6 engines also have balance shafts, again adding to complexity, cost and weight. Turbocharging or supercharging four or six cylinder engines to get to V8 power levels simply adds more complexity and weight to an already challenged engine design, and sacrifices the low end torque of a naturally aspirated powerplant.

im not saying my engine is better, i want a V8 under my hood... but my engine is lighter.

[C4B]

im not saying my engine is better, i want a V8 under my hood... but my engine is lighter.

So is the engine in my wipper snipper...... :lmao:

[VZSS250]

It can't be just a V8. It needs to have pushrods so that the physical size and weight of the engine is minimised, thereby ensuring better handling and performance.

[Jac001]

Quick questions to those that may know...

he talks about inline 4 and v6 are not balanced but in the V12 example no longer mentions this..

Are v12 balanced? like a v8 i mean?

[Red CV8 R]

im not saying my engine is better, i want a V8 under my hood... but my engine is lighter.


If your car is an Xu6 as in your profile I think you will find the alloy Gen 3 is in fact lighter then the iron block SC 3.8 V6.

[Jac001]

It can't be just a V8. It needs to have pushrods so that the physical size and weight of the engine is minimised, thereby ensuring better handling and performance.

Ok, so how come the world manufacture make a smaller v8 say 2.3L- 3L and replace the large 4's and V6 in their range? (eg say replace the alloytech with a 3.0L V8)

I find it hard to beleive that it is just a marketing conspiorcy....

[clixanup]

That’s why a V8 can use the same drivetrain components as a much smaller four cylinder engine with half the displacement.
As much as I agree that V8s rule, I call BS.

Which 4 cylinder engine requires a 9 inch diff? Can a 4 cylinder engine even drive a 4L60??

More the point, what would happen to a 5 speed Corolla transaxle if it were bolted to an LS1??

Other than that, it was a good article. :)

[csv rulz]

Ok, so how come the world manufacture make a smaller v8 say 2.3L- 3L and replace the large 4's and V6 in their range? (eg say replace the alloytech with a 3.0L V8)

I find it hard to beleive that it is just a marketing conspiorcy....

Its because of the public perception of V8's. The perception is V8 are huge petrol guzzling power houses that and the goverment pushes this onto the public

[jerrel]

If your car is an Xu6 as in your profile I think you will find the alloy Gen 3 is in fact lighter then the iron block SC 3.8 V6.

well the inside and outside (apart from wheels) is identical to a clubsport, so why is my car lighter, im only assuming its the engine, maybe im wrong.

[csv rulz]

well the inside and outside (apart from wheels) is identical to a clubsport, so why is my car lighter, im only assuming its the engine, maybe im wrong.

Red CV8-R is saying that yoour engine is heavier than the GenIII, its got nothing to do with the rest of your car.

[XLR8 V8]

So is the engine in my wipper snipper...... :lmao:


You have to buy me a new drink now ... the one I was having just came out my nose :lmao:

[Jac001]

Its because of the public perception of V8's. The perception is V8 are huge petrol guzzling power houses that and the goverment pushes this onto the public

We have had V8's for at least 50 years, so i would have thought somewhere along the line, smaller capacity v8's would have been produced.

If holdens produced a smaller v8 (say 3.0L based on the same tech as the 6.0L), and it had more power and better feul economy than the 3.6L alloytech then i can't see whay it wouldn't have happened...

Obviously there are benifits to 4cyl and v6's and hence they are in production...

[jerrel]

Red CV8-R is saying that yoour engine is heavier than the GenIII, its got nothing to do with the rest of your car.

but if the only difference between the cars is the engine then why is mine lighter on the whole? because the engine is lighter.

[csv rulz]

but if the only difference between the cars is the engine then why is mine lighter on the whole? because the engine is lighter.

Just checked it out
The clubbie ways 1621kg
the xu6 ways 1600kg

That is jack sh*t, that could come down to the options the car has, considereing the genIII in VX form made 255kw compared to your 180kw i would rather have the GenIII even tho it is 21kg heavier

[jerrel]

Just checked it out
The clubbie ways 1621kg
the xu6 ways 1600kg

That is jack sh*t, that could come down to the options the car has, considereing the genIII in VX form made 255kw compared to your 180kw i would rather have the GenIII even tho it is 21kg heavier

so would i

[SchrgdVSV6]

Ok, so how come the world manufacture make a smaller v8 say 2.3L- 3L and replace the large 4's and V6 in their range? (eg say replace the alloytech with a 3.0L V8)

I find it hard to beleive that it is just a marketing conspiorcy....

I also find it hard to believe that manufacturing HALF a V8 (ie 4 cylinder engine) would be more expensive, even if it requires a balance shaft.

How are 4 cylinder motorbike engines balanced? Since some of them can rev to 18,000rpm (thats F1 engine rpm) without falling to pieces!

Oh and for such a smooth engine design, I see alot of V8s rock like crazy :D

[German Statesman]

Just posted this on one of the BMW forums I log onto - that should stir up the V12 boys...:D

[jerrel]

Just posted this on one of the BMW forums I log onto - that should stir up the V12 boys...:D

lol u funny funny man

[shawie]

Oh and for such a smooth engine design, I see alot of V8s rock like crazy :D

AND THATS THE WAY GOD INTENTED THEM TO BE:thumbsup:

[chevypower]

What a load of garbage... all cars should be electric! i don't care about the number of cylinders, i want power - and i would prefer something better than what is available now, but V8s is what we have become accustomed to (for the last century), to get our power... but it is the power and torque that is important, not how many cylinders there are.

[Road Warrior]

Just checked it out
The clubbie ways 1621kg
the xu6 ways 1600kg


My VT Exec LS1 weighed 1590kg :nutkick:



More the point, what would happen to a 5 speed Corolla transaxle if it were bolted to an LS1??


Snap crackle pop :lol:

[`redoctober]

Just posted this on one of the BMW forums I log onto - that should stir up the V12 boys...:D
Provide us with a link, we need to keep an eye on it :lol:

[Danv8]

What a load of garbage... all cars should be electric! i don't care about the number of cylinders, i want power - and i would prefer something better than what is available now, but V8s is what we have become accustomed to (for the last century), to get our power... but it is the power and torque that is important, not how many cylinders there are.


I would rather an engine that sounds like an engine not an electric engine thats sounds like a washing maching that is frantically out of balance. ;)

[German Statesman]

Provide us with a link, we need to keep an eye on it :lol:

Its only 6am in the morning there - should be a bit a agro in about 2-3hrs :yahoo:

[V8BRUTE]

How are 4 cylinder motorbike engines balanced? Since some of them can rev to 18,000rpm (thats F1 engine rpm) without falling to pieces! :D
They put dirty big balance shafts in them to smooth them out, but if you own a sports Kawasaki like my ZX-10R there are no balance shafts at all, if you sit at the wrong rpm too long the vibration sends your hands to sleep :yup:

Ferrari seem to not use less than 8 cylinders in their engines, maybe they are onto something :D

[German Statesman]

They put dirty big balance shafts in them to smooth them out, but if you own a sports Kawasaki like my ZX-10R there are no balance shafts at all, if you sit at the wrong rpm too long the vibration sends your hands to sleep :yup:

Ferrari seem to not use less than 8 cylinders in their engines, maybe they are onto something :D


The Dino V6 suffered from vibration problems under hard revs. The flat 12s in the Boxer 512BB suffered from hot spots in the combustion chambers from carboning up - occasionally a valve would stick open and had to be freed with a squirt of WD40 or carbon dissolver.

A well-designed V engine will try and ignite two opposing cylinders simulaneously for smoothness. BMW have done it in the M73 V12s, but its still not the smoothest engine - close, but no cigar.

[chevypower]

I would rather an engine that sounds like an engine not an electric engine thats sounds like a washing maching that is frantically out of balance. ;)

I don't know what kind of washing machine you have, but it's certainly not a Miele, and your car engine is certainly not a BMW engine - and not an electric one either - so maybe its your car or your LG washing machine that is out of balance? :-)

[fekason]

IMHO, this thread is only a part examination of balance issues for reciprocating engines.

The article does not address flat engine configurations for example, only in line and V configurations. Aircraft engines are flat configurations (4 and 6's) for a number of reasons, including the better balance offered by the configuration.

Many of the claims would be subject to question. For instance, why is a V10 an amalgamation of the balance issues with 2 x in line 5's, when a V8 is not 2 x in line 4's?

The article questions engines with odd number of cylinders. However, three cylinder in line engines are inherently better balanced than an in line 4.

So I beg to differ that V8 engines are "always" better.

[michaels1v8]

:thumbsup: Who cares what everyone else drives, we all know 8's rule lets just not let anyone else in on this secret!:thumbsup:

[Satansfist]

They put dirty big balance shafts in them to smooth them out, but if you own a sports Kawasaki like my ZX-10R there are no balance shafts at all, if you sit at the wrong rpm too long the vibration sends your hands to sleep :yup:

Ferrari seem to not use less than 8 cylinders in their engines, maybe they are onto something :D

Actually they don't, balance shafts on a motorcycle engine suck power like Dracula sucks a virgin's blood. Remember the displacement of serious performance bike engines is a helluva lot less than a car engine, they are also massively oversquare thus the defining factor in engine speed (reciprocating mass) is kept to a minimum. That's why a 4 cylinder 250 with teeny cylinders will rev to 18000rpm but a v-twin 1000cc engine will be a less than stratospheric 9 to 10000rpm.

Bikes like the Honda RCV 211V will rev to about 16000rpm safely but it is a V5 of (approx) 900cc (small cylinder mass) and has a developement budget of X million dollars to fit the bill of lasting a race weekend, not 100000kms.

It's difficult to equate car and bike engines, there's a lot less mass to haul around on a bike so torque can be sacrificed to the altar of peak power, most often that means revs (airflow through the engine) whereas a car will need torque just to get 1500kg rolling from the stoplights.

Man I'm full of it...:rolleyes:

[monaroCountry1]

Had a great time reading the NissanSilvia thread though :)

http://www.nissansilvia.com/forums/index.php?showtopic=204060&hl=holden

Those guys always come up with the goods :hide:

[C4B]

Had a great time reading the NissanSilvia thread though :)

http://www.nissansilvia.com/forums/index.php?showtopic=204060&hl=holden

Those guys always come up with the goods :hide:

They seem to be a very educated bunch..... (My opinion of ricer-mobile drivers is once again confirmed 100%)

[Danv8]

I've said it once and i'll say it again.

I can't take anyone seriously that drives a car thats named after a girl.

Silvia.

Tough as f*ucking cotton wool there!. :-)

[German Statesman]

http://www.bimmerboard.com/forums/posts/286579

That's got the 12 cyl boys on the BMW forum stoked up and raging :D

I used to tease the hell out of them by saying a V12 was four more cylinders than you really needed, and it compensated for a small measurement of a well-known body part.

I will admit one thing - the bloke that says 'the author obviously hasn't driven one' has a valid point. One of my best drives was giving an E32 750iL its head coming back from Toowoomba one night and the noises were glorious roaring up the Minden and Marburg ranges :woot:

[PeterS]

We have had V8's for at least 50 years, so i would have thought somewhere along the line, smaller capacity v8's would have been produced.

If holdens produced a smaller v8 (say 3.0L based on the same tech as the 6.0L), and it had more power and better feul economy than the 3.6L alloytech then i can't see whay it wouldn't have happened...

They did try, with the crappy 253 V8 (which was bought by owners who couln't afford a real 308 or 350, a bit like those that buy a Ducati 748/ 749 :D )
Cheers

[OzJavelin]

They did try, with the crappy 253 V8 (which was bought by owners who couln't afford a real 308 or 350, a bit like those that buy a Ducati 748/ 749 :D )
Cheers
Yep .. the 'old 253 "smallblock" ( as opposed to the 308 "bigblock" .. yes I know they are the same block .. I'm being sarcastic :) ) was just a marketing exercise rather than a technical one. I see no reason why not to engine small displacement V8s into appropriately sized vehicles. The old 215ci alloy V8 that Buick/Oldsmobile developed in the early sixties was pretty good, 'cept at the same time the Yanks were just hitting the 400ci mark, and still revelling in full-sized barges .. so the 'ole 215ci got sold off to Rover as the 3.5L .. and Rover quality control did the rest.

A smaller sized car with a modern version of the 215 would be pretty nice meez thinks? Problem is manufacturers are fixated with economics and packaging; 4/6cyl engines fit neat-and-cheap FWD applications much better than V8s ..

[nikola]

The author of this article advises that the V8 must be pushrod to have the advantages he mentioned but how does he explain the fact that the Quad-Cam Toyota 1ZUFE V8 (from the Soarer) weighs less than an LS1?

[jerrel]

The author of this article advises that the V8 must be pushrod to have the advantages he mentioned but how does he explain the fact that the Quad-Cam Toyota 1ZUFE V8 (from the Soarer) weighs less than an LS1?

less capacity generally means lighter
id rather have an ls1, ls2 or c4b

[nikola]

less capacity generally means lighter
id rather have an ls1, ls2 or c4b

So would I but a 4.0 litre quad cam V8, tuned to rev to 8000rpm would be pretty good.

[Jac001]

They did try, with the crappy 253 V8 (which was bought by owners who couln't afford a real 308 or 350, Cheers

Hey there was nothing wrong with a 253 V8 , my dad had one in a HQ ute.

What i was getting at was why have a 171(? or 183?) and 202 inline 6, 253 V8 and 308 etc when they could have a 4 v8 all ranging in different capacities ?

[Jag530G]

My first two cars were HZ Kingswood sedans, to this day I beleive the 253 I had was more economical than the 202 I had first, mainly this was due to the weight of the car and the lack of grunt in the 202.

So don't knock the 253, it was a good compromise engine, sound of a V8, Ok performance (at the time) and reasonable fuel economy.

The article at the start of this thread doesn't address the issue of Crankshaft, Racing V8's such as Ferrari and the old Cosworth DFV uses a Flat Plane Crank, so essentially the engine fires as two 4 cylinders for better top end power and has a distictively different sound to a "Crucifix" crank (2 Plane) that we are more familiar with in Holdens.

As for using small capacity V8's, they all suffer from a lack of low end torque, the Daimler 250 (2.5L V8), Triumph 3L V8 in the Stag (which was 2 4 cylinders on a common crank shaft). A six cylinder of same capacity has more low end torque. The cut off for this is when the reciprocating mass gets so large it loses top end power so it is better to go to an engine with more cylinders.

[schnoods]

All of a sudden there is an influx of inline 5 cylinders engines ( landrover, VW, focus xr5, etc).

The reason behind this is a Inline six firing order is a bit awkward for rotating balance 1-5-3-6-2-4 .

Where as a 5 cylinders fire on no more than 2 cylinders apart 1-2-4-5-3.

There are alternatives to small capacity v8's that work as well both powerwise as well as economy.

[monaroCountry1]

less capacity generally means lighter
id rather have an ls1, ls2 or c4b


On the same engine shouldnt it be that larger capacity weigh less?

Anyway that toyota engine how much power does it have stock?

[Danv8]

On the same engine shouldnt it be that larger capacity weigh less?

Anyway that toyota engine how much power does it have stock?

190 kw 360 nm from 1990 LS400 to 210 kw 400 nm late 90's early 2000.

[VSSII]

[QUOTE

Odd numbers of cylinders, like three or five, are inevitably the result of cost-cutting. Sometimes there’s no time or money to tool for a smaller engine, so a few cylinders are lopped off an existing engine. QUOTE]

Incorrect. The resonant frequencies generated by a five cylinder engine are that of a sine wave and therefore very very smooth.
http://videos.streetfire.net/video/a96416f5-1df5-4b53-a817-988500a29a52.htm

True, the 4cyl has been described before as an "out of tune engine" but due to technological advances (primarily fuel injection i'd say which doesn't rely on vacuum to assist carburetion) these problems were overcome a very long time ago!

Speaking very generally, in line engines are also smoother than anything with a V configuration due to the uniform directions in which all of the reciprocating parts are moving. I always believed the V configuartion was designed purely to reduce room. For this reason I was very suprised when Benz went to V6's. But as was already mentioned, with todays technology, it's not an issue.

Bring back the Buick straight eight fireball!

[German Statesman]

Here we are saying that V8s are great - this is remarkable.....

http://www.youtube.com/watch?v=Ujr86DktNYM


Watch carefully, especially at the end when you realise he turns it off :bow: :shock: :eek:

[Gonadman2]

I would rather an engine that sounds like an engine not an electric engine thats sounds like a washing maching that is frantically out of balance. ;)
Personally, the sound of a big 200kw drive winding up is pretty impressive when you are standing next to it. And peak torque at 0 rev's = tyre smoking fun!

[FPV GTHO]

I think im in complete disagreement with the author of the original link. From what ive read, I6's and V12's are inherently balanced, whilst V8's are the opposite.

For my money, i'd take a Boxer 12.

[payaya]

how about the W16???

[German Statesman]

how about the W16???

I hear from a Dak-Dak service advisor W12 Phaetons have balancing probs, and one with a blown head gasket which lunched the engine...

[OzJavelin]

For my money, i'd take a Boxer 12.
Why not a not just go a Lycoming radial
http://home.pacbell.net/geetumor/pic_13.jpg
Looks pretty balanced to me?

[seldo]

I hear from a Dak-Dak service advisor W12 Phaetons have balancing probs, and one with a blown head gasket which lunched the engine...
Well why wouldn't they - V6 has inherent balancing problems and it's literally 2 of those joined together....in my book that'd make it twice as bad ;)

[wagnman]

V8’s Rule!
By Bob Elton
July 25th, 2006

I think Mr Elton is missing so many things that are factual from his initial write up that it is obvious that he is just a one eyed V8 fan that is doing his best to convince himself of the superiority of his beloved v8!:fewl:
In his bagging of anything that has less cylinders than a v8 he is totally off the mark. There are alot of things that having less pistons actually helps you with. Less reciprocating mass for one, also much less energy loss to friction with less pistons, less energy lost to heat, simpler design of a smaller motor etc etc etc. I think its safe to say mr Elton is a bloody iidiot!:thumbsup:

[saj]

I thought the biggest problem F1 had switching from V10 to V8 was engine vibration.

[payaya]

I thought the biggest problem F1 had switching from V10 to V8 was engine vibration.

Vibration and drivablity was the problem. You got to remember the V10 has years and years of development behind it.


V8’s Rule!
By Bob Elton
July 25th, 2006

I think Mr Elton is missing so many things that are factual from his initial write up that it is obvious that he is just a one eyed V8 fan that is doing his best to convince himself of the superiority of his beloved v8!:fewl:
In his bagging of anything that has less cylinders than a v8 he is totally off the mark. There are alot of things that having less pistons actually helps you with. Less reciprocating mass for one, also much less energy loss to friction with less pistons, less energy lost to heat, simpler design of a smaller motor etc etc etc. I think its safe to say mr Elton is a bloody iidiot!:thumbsup:

but sometimes more cylinders usually equal a more smoother engine??

[FPV GTHO]

I thought the biggest problem F1 had switching from V10 to V8 was engine vibration.

V10's had the same vibrations, but it was closer to something like 10-15Krpm. The V8's had the vibrations alot closer to the redline, where the engines actually spent alot more time so it became a much bigger issue.

[muzz]

The F1s I guess would be flatplane v8s. I think they would need balance shafts which rev at 2x engine speed to achieve balancing in a similar way to I4s. So a shaft revving at 40k rpm could be a challenge!

Most road going V8s (apart from some like Ferrari's etc) are crossplanes which have counterweighted cranks to achieve balance. The disadvantage is more reciprocating mass on a bigger heavier crank.

There are websites which go into more accurate detail than me.

[andrewdisco]

That is one dodgy article.... there's so many technical arguments he didn't even come close to addressing.

Lastly, I long for the day that I can get 4 cylinder consumption out of my V8... I've got a turbo 4 that I can drive as fast as I like and still not use as mcuh as my LS1 being driven as slow as I can drive it :p

[nikola]

Lastly, I long for the day that I can get 4 cylinder consumption out of my V8... I've got a turbo 4 that I can drive as fast as I like and still not use as mcuh as my LS1 being driven as slow as I can drive it :p

That turbo 4 wouldn't happen to weigh 400kg's less than your V8 would it? Because that would answer your question.

[Red CV8 R]

but if the only difference between the cars is the engine then why is mine lighter on the whole? because the engine is lighter.

Cant comment on that other then to say I dont think that is conclusive evidence but I do recall it was discussed on the old LS1 forums when the Gen III first came out that the alloy block LS1 is slightly lighter then the NA iron block 3.8L V6 and I imagine the SC hardware would add a little bit of weight on top of the NA version. I did a quick search and couldnt find the weight of the 3.8 so if you find that it will tell us if this is correct or not. It may not be.

[andrewdisco]

That turbo 4 wouldn't happen to weigh 400kg's less than your V8 would it? Because that would answer your question.

It weighs 200kg less which makes the V8 about 14% heavier. Yet my average consumption over my 2 ls1's was always 75% more.

I think the V8's lose more from pumping and frictional losses than they do from the weight differential.

[Nutter]

so would i



If this has already been answered my bad cause I got bored and couldn't be frucked reading to the end, but your gearbox and engine accesorys are different as well as the possibility of the front springs being a fraction lighter.


Just checked it out
The clubbie ways 1621kg
the xu6 ways 1600kg

That is jack sh*t, that could come down to the options the car has, considereing the genIII in VX form made 255kw compared to your 180kw i would rather have the GenIII even tho it is 21kg heavier


Mine came in at 1690kg with fuel on the weigh bridge.

[VNSSMAN]

I LOVE THE V8 IVE OWNED A 4 AND 6 CYLINDER NOW IVE GOT MY LUMPY 8 ILL NEVER GO BACK THATS ALL:woot: :driving:

[brettarmst]

I'd be very pissed off to see a V8 Barina parked next to my V8 Monaro, even if it was a 2.0 L. Maybe the marketing boys have got it right when they put 4 cyl's in a Barina.

[nudenut]

Some tongue-in-cheek shitstirring in that article. :p I get the feeling it was written to get exactly the kind of reactions the Silvia and Bimmer forums came back with ... :dancenana:

As for the "why not put a small V8 in as the standard engine in more cars" question (given better inherent smoothness etc) - the answer is the same as the "why are more cars FWD" question.

$ ...

8 cylinders/pistons/conrods costs more than 4.

[2001 ITR]

This guy may be on to something?
Even Acura (Honda) are rumoured to be thinking about a V8 engine (bets its an OHC design though):


Posted Dec 11th 2006 8:09AM

It's been speculated for some time that sales of Acura's luxo-barge offerings may be hindered by the automaker's lack of offering V8 power. According to Automotive News, this problem may be remedied soon.

In an interview with Honda's president of R&D in the States, Hirohide Ikeno, he hinted that a new direction for Acura powerplants would debut at the upcoming Detroit auto show in January.

"I'm pushing for it," he said. "That is our direction." Acura is often criticized for not offering V8 engines with any of its cars. Ikeno said V8s are only being considered for Acura, and none would appear in the Honda lineup.

It's already been confirmed that the new NSX, due in 2009, will likely get a mid-ship V10, drawing credibility from Honda's 8- and 12-cyclinder racing mills. That kind of power is necessary in the supercar market and a V8 option is a necessity if an automaker hopes to compete with other luxury sedans.

[Source: Automotive News -- Sub. Req.]