Originally Posted by jjones752:
So M/E = Mechanical Efficiency: got it.
I haven't measured crank to countershaft c/l on my oiler, but just eyeballing a Kenyon Car they look to be a tad over 6".
There are some high-winding Suzuki 4-cammers out there in TQ land, so they must have figured the gearing out.
Your jackshaft/timing belt setup would add quite a bit of bulk and probably suck even more power, not to mention the additional bulk and weight of 2 gearboxes; the first Synergy V-8 the Kiwis built had two cranks and a central drive in a common crankcase, a similar idea but eliminating the gearboxes, kinda like the BRM H-16 F1 motors from around 1967 (2 stacked boxer-8's with a central power take-off). They scrapped that for a single crank, due to guess what? Excess weight, and power drag. Hey, didn't Mel & Don already do that about 20 years ago?
Jim
Those TQ's have a much smaller right rear 68" ? also those are old school 11-12000 rpm suzukie's.
Cut the gear boxes off tie them together with timing belts one of the most efficient forms of power transmission around, even better than chain.
It was a guy named Runyon (had a tool rental business) I think from Indy. Had a crankcase and crankshaft made and used 2 old school Suzuki cylinders and heads. It ran pretty good. But then his driver (his son) decided he was smarter than the old man. He went out and got a ride or two on his own and found out he wasn't as hot as he thought he was. The old man said to hell with racing, best I can remember and he sold all the molds and things a few years ago. Heck the Kenyon's might have bought the stuff.
When comparing these new motors (05-up) to those old school motors it is kinda of like comparing a flat head Ford to 410 sprint motor.
Honest Dad himself