Obsolete Engines 101: The Mythical «V4″

19 Янв 2015 | Author: | Комментарии к записи Obsolete Engines 101: The Mythical «V4″ отключены
Ducati Apollo v4

Obsolete Engines 101: The “V4″

The automobile as we know it combustion, wheels, gears, has been around for a long 1672 is widely regarded as the of the automobile, when Ferdinand attached some wheels to a generator and created a vehicle by golly, moved itself.  people point to Karl as the father of the modern automobile, so would pretty much it came into life the granting of a patent in 1886.

  In the 123 years, a lot of ideas and concepts were deemed state-of-the-art, normal, have long come and gone.  Some used to use leather as the friction on the clutch, because it was one of the grippiest, materials available at the time.

means that the automobile has through a huge amount of and reinvention as the years have by.  It’s a pretty big with the average now at about 1 car per 11 on earth, so the incentive to have an product is pretty strong.  back at trends in the past some interesting ideas have sprouted and faded.

  is the first in a series of articles on obsolete, outdated, or just unusual technology.  Inspiration for article goes to Michael who brought up the question “has ever made a V4?”  Yes, they have.

The V4

you talk to most car-ignorant about cars, and ask them kind of engine their (or whatever) has, they’re to spout out something like “I it’s got a V4?”  Most of don’t know exactly how a V4 really is, at least in automobile My research dug up three manufacturers of V4 for automobiles, and they’re all interesting.

Lancia was the first to debut a V4 in a car, with the Lambda in It was an aluminum-block engine (very for the time) with pushrod of the valvetrain.  Displacement varied 2.1 and 2.6L, with power ranging from 49bhp to which were impressive for the displacement at the time.

  It was updated the years and adapted to many Lancias, including the Artena, Aprilia, Ardea, and Appia.  with Lancia and these Power and sized ranged a tiny 903cc and 28.8bhp up to the 2.0L Artena.

The final of the Lancia V4 was used in the gorgeous starting in 1963.  The V4 was drastically for the Fulvia, with the block dropping from 20° in pre-war to about 12.5°.  This the use of a shared cylinder head Volkswagen VR6, then where they got the idea) two banks of cylinders.

  Even it was a dual overhead cam V engine only two camshafts – one operating the valves, one the intake.

The Fulvia’s V4 was in a dizzying array of states of and displacement, ranging from a 58bhp version – with low compression ratio – up to the screaming HF-tuned Series II motor, cranked out 132bhp@6600rpm with an compression ratio.  The larger V4 had it’s block angle down to 11.2° for better Here are two good underhood of a series 1 Fulvia showing how strange looking this really was.

I guess changing the spark on this engine wouldn’t be all difficult, would it?

Sadly, the V4 died with the Fulvia in replaced with a more (and much cheaper to inline-four cylinder engine.  The of Fiat, which purchased in 1969, can be seen in the mass-market down of Lancia with the of the V4.  But Lancia wasn’t the company with the idea a V4 might be a good thing.

  dabbled with the V4 as well, and the of the Euro Ford V4 is an interesting one

Ford of Europe actually had two versions of the V4, one designed and produced by of Germany (called the Taunus V4, it evolved into the 6-cylinder series of motors) and one by Ford of the Essex V4 – which was named the plant it was made in, respectively.

V4′s featured a counter-rotating shaft to neutralize harmonic inherent in a four-cylinder, an exacerbated by the V Since one cylinder in a typical I/C engine fires every this means there is no overlap with a four to cancel out the vibrations caused by the and stopping of the pistons.

  Engines with 5 cylinders and up overlap and are naturally smoother, as I’ll discuss soon, the has it’s own balance problems.  with the balance shaft, the were pretty rough engines, and thanks to their 60° bank, not as high-revving as the single-head V4.

The German (Taunus) V4 came in displacements, including a 1.2, 1.5 and later an enlarged and redesigned unit.  The 1.2L unit 40bhp; the 1.7L cranked out The Essex V4 was larger, at 1.7L or but didn’t really produce more power than the unit.

What’s odd about the V4 was that they licensed it out to During the mid-sixties, Saab was to replace their three-cylinder motors which were favor with the mass public – I mean who wants to add in a amount of oil at every stop for – and they had no chance of meeting emissions regulations.  They the Ford V4 because it fit in the tiny bay of the 95 and 96, although they actually licensing the Lancia V4 as well.

The V4-powered Saabs were a big hit Saab nuts.  While offered only slight power than the old 841cc (55bhp vs. 40, or 57 in the GT/Monte Carlo the sweet triple carb the V4 had much more low-end and was simpler and more reliable.

  Being a Saab, they had all of weird characteristics – like the exhaust ports and gear-driven

The V4 could be found under the of the Saab Sonnett II V4 and Sonnett III as as seen in competition-spec in this

Ducati Apollo v4

It saw duty under the hood of Fords like the Taunus and and later in enlarged 1.7L the Granada, Consul, and Transit.  Oh, and the 530. Of course.

The Essex was much less interesting, and was more short-lived.  It’s to notice that both of Germany and England adapted the to V6 layouts, as people weren’t fond of the naturally rough of the V4.  No one really bothered to the motor besides Saab, who it to power the 96 to many rally Works-spec 96′s had bored-out V4′s that made a 150bhp; turbocharged ones north of 200bhp.

  Saab onto the V4 the longest, with the 96 V4 rolling off the line for European in 1980.  It was replaced by the 900, used a Triumph-derived inline that was canted 45° to the right for clearance..

The Ford V4′s see use today, mostly in industrial – like pumps and power In the ford lineup, it was replaced by the “Pinto” inline four, is still being produced in forms today.

The final manufacturer of V4 powered is, I’ll admit, quite a bit ZAZ (Zaporizhia) was Ukraine’s main manufacturer during the Soviet starting in 1960.  Their well known product is the Zaporozhets, which is the communist-era of the VW Beetle.

  Putin seems to his, so you know it’s be pretty awesome.

The Zaporozhets assembled in the ZAZ factory, but the engines designed, built, and shipped for installation by MeMZ (Melitopol Plant).  They were in design to the VW flat-four, but had the cylinder at a 90° angle for ease of servicing – you can do without dropping the engine out of the obviously.

All the MeMZ engines for the ZAZ were pushrod design in block, overhead valves) iron blocks, and seperate steel liners.  Much the VW, they used a large fan off the crank pulley to cool the as well as some adorable on the rear of the car to direct air into the bay.

Early ZAZ motors either 746 or 887cc, with 23 or 27 horsepower.  When the second-generation debuted (looking like an NSU rather than a Fiat it had a larger 1.2L MeMZ V4, air cooled, but producing 42bhp.  How does this look a Corvair?

So the V4 wasn’t really all that in automotive use, but that the case in other fields.  a (partial) list of motorcycles use V4 powerplants:  Ducati Desmosedici, V-Max, Honda RC212, VF/VFR, Aprilia RSV4… you get the The compact and “square” dimensions of a V4 a lot more sense when in a motorcycle chassis where is obviously at a premium.

  The Yamaha has been in production since virtually unchanged from the formula (cruiser chassis, tire-burning V4, not that complicated) a complete redesign last


The new V4 engine, pictured above, is an monster.  It displaces 1,679cc and is a 4 valve design.  Power is 197bhp@9,000rpm and 123lb-ft@6,500rpm…  which be very good numbers for a car . less a two-wheeled contraption.

  The V4 is long live the V4!

Ducati Apollo v4
Ducati Apollo v4
Ducati Apollo v4
Ducati Apollo v4
Ducati Apollo v4

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