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For many years I dreamed of having a mid-engine exotic superstar. Unfortunately, I could not reach it financially. I decided it was the only way I could get myself. They've always been impressed by mid-sized sports cars because they handle, brake and attract the first motorized sports car – just the first wagons with a rear transaxle that is supposed to have an optimal 50/50 weight distribution. I like to call them 'dumbbell cars' because their weight distribution is like a weighing weight – it's hard on the end and the middle is clear. This is definitely not optimal for acceleration, handling and braking.
Compare this to a mid-sized car, where, if the dumbell is similar to a mid-car, the weights are centered in the center. Now, if you want to rotate around the vertical axis of the dumbell or the mid-engine car (so-called "yaw" in the aircraft's terminology), it will be much easier and faster. This is because tire tire does not have to overcome the inertia that the first engine / rear transaxle car would reach at both ends of the car. As a result, the car is able to change directions more quickly and with less tire behavior. The peak G forces will be much larger in the mid-engine car, which is faster around the corners. Towing the rear wheel during acceleration is better as it is larger on the rear wheels. Strangely, many side effects have the advantage of mid-sized cars, which are not mentioned by the automotive press.
1) Exhaust pipes are generally short in a mid-sized car (like a first motorcycle), so the engine needs to reduce the "pumping loss" of the engine or the exhaust line from the brake line. This means more energy. The exhaust system will also be lighter because it is less. The Dumbell wagons have no advantages here.
2) The rear brakes do more to stop than the first engine. When tapping the brake, the crowd is moved to the front wheels. This means that the rear wheels are empty. For the first engines, the front brakes stop at approx. Account for 80% of the total. This is the reason why the rear brake disc has lasted for a long time. You simply do not need a backseat. The mid-car car has more weight (usually 55-60%) on the rear wheels. When you touch the brake, the crowd moves the front, so you can get 50% -60% when braking. The Dumbell cars are getting help for the mid-car, but not so much because the engine is still on the front and is still much heavier than the rear trans.
3) There is no drive axle for the mid-engine car (unless it has an AWD car like the R8 or Veyron), so there is a weight saving here.
Unfortunately, most mid-sized cars are very expensive. Ferrari, Lamborghini, McLaren, Zonda, Koenigsegg, Bugatti and so on. Some of these cars are over a million dollars! Mid-sized cars tend to work harder. The replacement of exotic spark plugs is a significant operation. The McLaren F1 requires the engine to be removed to change the plugs.
Affordable intermediate motor sports area Pontiac Fieros and there are Toyota MR2s. In each case, cars came with 4 cylinder engines. The Fieros also had the V6, but these V6s were far below, with a huge 140 hp. In 1990, Toyota redesigned the MR2 and improved its performance. The basic models were 130 inches and the top turbo was 200 inches, which at the time was a little bit of a car that was worth 2700 pounds.
The new body looked very good, just like the Ferrari 348. Building quality was also excellent because it was a Toyota. I decided to buy a Toyota MR2 turbo in 1993 with the intention of carrying out the Toyota V6 swap, which is being done by many people until then. About the same time I found that there were some attempts to install the V8 engine in the earlier MR2 (1st generation, 1984-1989 bodywork or signal 1). They attempted to label the Toyota / Lexus V8 engine with an MR2 mark 2. The attempts to prevent the V8 2 MR2 marking were not completed and the project owners gave up. The reasons were not clear, but it seemed to be due to the fact that the Toyota V8 was too long to fit across the car, even if the car was severely cut to try and fit it.
The engineer, who was a mid-wagon sports wagon, was excited to have put the V8 in the MR2 mark. 2 With a strong V8 engine, the MR2 would have been a supercar with supercar performance. Fiero guys have been enjoying the V8 replacement for cars for years. Fieros's advantage over the MR2, as the engine hull is wider, allowing a larger and longer engine than a V8. Both the Fieros and the MR2 have transversely mounted motors. Another advantage of the Fiero boys was that the stock Getrag transaxle screwed the Cadillac 4.9 L OHV V8 at the end of the 1980s / early 1990s. The later Cadillac Northstar will be screwed in without an expensive single-machined adapter plate.
At the end of 2007, another V8 was filled with a MR2 1st (1st generation) by a European guy. The car was crazy and made a cake for the hat. What a fun thing! So, I took a hard look at previous attempts to install V8 on the MR2 2. I found that they were trying to "keep it in the family," and use Toyota or Lexus V8. In fact, there was no valid engineering reason to use this power plant. It did not twist on the MR2 gearbox and was too long. The used Toyota V8 (1UZ-FE engine code) is about 26 inches from the crankshaft to the rear of the engine or to the doorbell housing. This is a critical dimension. Compare this with inventory MR2 engines, such as the 2.0L 3S-GTE turbocharger with a critical size of 20 inches. This dimension is critical because it fits into the MR2 chassis unibody pseudo-frame rails.
I've decided to apply a different approach. I started to search the Internet for a V8 engine that would fit the MR2 chassis, preferably without trimming or possibly with the small amount of MR2 unibody. My requirements were to have at least 300 horsepower V8 to be available somewhere to $ 5,000 and that it would be short enough to be enough to fit the MR2. I managed to find one. The Audi will pick up the very short V8 interestingly. They do this because they want to use the Quattro drive traction, but they do not hurt the treatment too much. Audi seems to want a longitudinal motor and a gearbox to cross-drive. The Quattro driven train is driven by a driven front axle that is positioned behind the engine. If the engine is too long, it places too much weight in front of the shaft to compensate for the shorter engine. This has the advantage of allowing Audi to incorporate this engine into smaller cars that originally designed a 4-cylinder power plant. For my purpose, I found that in the early 1991 and early 2000s, the Audi V8 engines in the critical dimension were around. 20.6 inches long and about 29 inches wide, headers and other easily removable elements.
4.2L V8 (ABZ engine code) and a transaxle, and I started working on my project. Unfortunately, after many attempts and mistakes, I finally decided that the Audi V8 is not suitable for this engine change. The problem lies in the fact that the engine is always designed longitudinally. In the case of a transverse arrangement, the right-sized shaft had to run on the side of the engine, and Audi did not plan the engine in mind, so the bulk of the block is on the axle. The starter, the oil filter / cooler and the engine socket are on this page, but I have solved these problems. In the Audi coffin, the angle was the adapter plate. I found that there is a need for some fixing screws on the adapter plate inside the chassis of the 6-speed gearbox, so they could not be pulled. At this point I decided to change the approach and use another engine.
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