Hartley Enterprises' Haybusa-derived 2.8L V8
If four's good, then eight must be better - that's the idea behind this jewel-like V8 engine built by Hartley Enterprises from two Suzuki Hayabusa four-cylinder powerplants. The 75-degree V8 displaces 2.8 liters, weighs only 200 lb and puts out 400 hp at a window-rattling 10,000 rpm. Torque peaks at respectable 245 ft-lbs (at 7500 rpm!), although dyno runs for a 2.6 liter version show a fairly flat curve. Aside from boring out the 'busa block from 81mm to 83mm, none of the wide variety of performance enhancements available for the bike version have been applied to the HE V8, so it's safe to say we're nowhere near the performance limits of the design.
Hartley's diminutive V8 is produced to order, with the 2.8 liter version priced under $30,000, depending on options. Check out the Hartley Enterprises website for more details, including video of a dyno run with the engine installed in a Caterham 7.
Thanks for the tip, Matt!
[Source: Hartley Enterprises]
Reader Comments (Page 1 of 2)
ruggels 11:32AM (5/19/2007)
Yup, this little gem has been making it's rounds for a while now, the guy over at dp cars is currently playing with two, one he is adapting for the atom - the other for his custom built track car... pretty damn cool stuff for any petrol head.
http://www.dpcars.net/
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Will 11:39AM (5/19/2007)
I think I recall seeing a short feature on an engine like this in Sport Compact Car magazine a few years back, although I thought it was a British shop.
Pretty spectacular to see the full development of a custom engine. Plus, with the established aftermarket for turbo 'Busas there's no reason an engine like this couldn't be making 600hp with a pair of off-the-shelf turbos. Even with two turbochargers and plumbing it would probably still be smaller and lighter than most four-cylinder turbo motors out there. Makes me want a twin-turbo V8 WRX.
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zach 12:02PM (5/19/2007)
oh man... can you even begin to imagine how awesome an atom would be with one of these in it. wow...
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BKadalur 12:17PM (5/19/2007)
i just wanna stick one into a go-kart. oh wait, an atom is a go-kart.
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ruggels 12:57PM (5/19/2007)
zach, you don't need to imagine, just go to dpcars.
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AMcA 1:08PM (5/19/2007)
Small V8s. This is exactly what Cadillac needs. Small V8s and lightweight cars.
I'd be SO there.
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Rapid Roo 2:20PM (5/19/2007)
I wonder how different this motor is compared to the one from http://www.powertecengineering.com/ that they have had and about for a few years now. I think the powertec version had gotten to about 2.6L or 2.8L as well.
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ruggels 2:28PM (5/19/2007)
I think you've already got it mush, low rpm torque, noise, the need to rev the engine quite high, etc.
Just look at audi's v10s, which share very little with the lambo v10s due primarily to torque characteristics and expectations of your usual drivers. Same holds for something like this, yea it's a lot of power in a small package, trouble is we've only seen it implemented thus far in track only specials.
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Solo Racer 5:31PM (5/19/2007)
I'd like mine in a Fisher Fury mid-engine, with 2 turbos, please!
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Mac 7:51PM (5/19/2007)
I'm wondering if this would fit in a Lotus Elise/Exige. I think that might be about the limit weight-wise. Can you imagine that car with double the power? You pretty much have to put it in something extremely lightweight to have something special due to the relatively low torque figures. I gotta say, though, that's gotta be one of the sweetest sounding engines I've ever heard when they're winding it out on the dyno.
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Matt 10:16PM (5/19/2007)
The Powertec used in Radical track cars and the RST V8 (http://www.rst-v8.co.uk/) are also Hayabusa-derived V8 designs. The Hartley H1 is shorter due to its novel cam drive layout.
The torque is quite ample, but of course it's dwarfed by the 10,000 RPM horsepower just like the motorcycle engine whose cams are being used.
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Proud Japanese 11:18PM (5/19/2007)
Not sure why you saying it must have no low end torque
http://www.dpcars.net/dp1/sim1.jpg
the 2.6 has a very flat curve. The 2.8 should be even better.
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DasBoese 8:41AM (5/20/2007)
What #9 said, plus, being derived from a motorcycle engine, expect it to be very maintenance-intensive.
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Matt 3:44PM (5/20/2007)
The Powertec engines are usually rebuilt after a season of racing.
I'm not sure what part of modern motorcycle engines is so maintenance-intensive -- the rings? The valvetrain?
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John R 11:07PM (5/20/2007)
I wonder if one could squeeze that into an S2000?
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Racetrack-Owner 12:20AM (5/21/2007)
It's technically interesting, but about $1K carefully spent on a boring old smallblock Chevy would eat that thing for lunch, and you can wedge one into everything from a Miata to a motorcycle without all that much hassle.
At $30K a pop, it seriously begs asking the question, Why bother?
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why not the LS2LS7? 12:31AM (5/21/2007)
Why aren't motors like this used in cars?
Why would they?
The bore of this engine is 83mm. That's 3". The bore of an LS7 is about 110mm (4.06").
When you go to the incredibly short strokes that motorcycle motors have, you have to go up in bore, and that makes the motors large.
You're talking about a V8 engine block that's about 15" long that makes 400HP.
Is that so remarkable? Why go exotic, high revving and noisy just to get those figures?
In short, that motor in that picture is a lot larger than you think. Although at 200lbs (presumably without any accessories like alternator), it's pretty light. (The LS2 is about 448lbs with all accessories, which would be a hair under twice the weight of this with accessories on it).
BTW, I looked it up, this thing is listed at less than twice the weight of a Hayabusa motor. This seems somewhat unlikely.
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Dan 4:53AM (5/21/2007)
This should be something to aim at: 400HP in 300lb (with accessories). So far no car engine manufacturer has produced something to really challenge LS2/LS7 in terms of HP/fuel consumption/form factor/price, all DOHC challengers proved to be mediocre at best.
There is no other way of producing a competitor for LS2/LS7 other than bumping the RPM to bike engine levels. The only drawback are the short maintenance intervals. Of course, before putting bike engines into cars, engineers have to solve the lack of strength under load of these engines (otherwise the only application will remain lightweight track cars).
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Owain Ozymandias Buck 8:17AM (5/21/2007)
Why? If you have to ask, you just don't know.
It's like a big V-twin motorcycle. It's not the best thing for getting around, it's not the most reliable, and it certainly isn't for a low profile. It's because something about it just calls you to it.
Just listen to the sound. If you don't get goosebumps and suddenly have a daydream about thrashing around your favorite small car with this thing bolted into it, then you just don't get it. It isn't your thing.
It's extreme--imagine your Miata or S2000 with this motor. Imagine a Camaro tooling around with a Pro-Mod motor in it. Same thing.
Just my 2 cents...
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spdracerut 1:23PM (5/21/2007)
"BTW, I looked it up, this thing is listed at less than twice the weight of a Hayabusa motor. This seems somewhat unlikely."
Uh... that would be less than twice the weight of the entire motorcycle. Modern 600cc and 1000cc motorcycles weigh in under 400lbs dry, just over 400 lbs wet (all fluids, etc).
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