M271 naturally aspirated, known output or theoretically naturally aspirated potential

[Stocious]

Has there ever been a known M271 naturally aspirated build and it’s potential as such learned, or could someone more knowledgable and know how theoreticise it’s potential, someone has to have attempted an aspirated build given the use of the engine in F3

 

[JamRocky]

Is the answer …. A banana

 

[grober]

FORMULA 3 – ENGINES OF SUCCESS

web.archive.org

Formula 3 Euro Series - Wikipedia

en.wikipedia.org

INITIALY ENGINES FOR THIS SERIES HAD TO BE BE BASED ON ROAD CAR PRODUCTION ENGINES BUT IIRC THEIR OUTPUTS WERE
"STANDARDISED" BY RESTRICTING THE SIZE OF THEIR CYLINDER HEAD INLET PORTS TO KEEP COSTS DOWN
WHY NOT CONTACT HWA FOR MORE INFO?

 

[grober]

Here's a picture of a later formula 3 engine complete with air intake restrictor pod.
Mugen MF204 Racing Engine

 

[Bellow]

Has there ever been a known M271 naturally aspirated build and it’s potential as such learned, or could someone more knowledgable and know how theoreticise it’s potential, someone has to have attempted an aspirated build given the use of the engine in F3

The answer won't come from F3 as F3 engines ran with air restrictors. What answer may come from there is the rpm potential but that would be specific to the internal components fitted and they will be very expensive if even obtainable.

A rough guide as to what a NA 2.0 litre four can make would be the 260-280hp from Ford's BDA in its competition career in tarmac rally spec. The gravel spec was closer to 240-250hp but more driveable. Which brings into focus the downside of NA engines when maximising power outputs - tractability. The torque will inevitably be available over a narrow rpm band requiring a transmission to exploit it and will be a pretty horrible street engine.
Forced induction is a lot easier than building a F3 spec engine and results in a much more streetable engine. Taken to extremes, the BDA turbocharged for F1 (but reduced to 1.5 litres capacity) made 1000+ hp. Converting a forced induction engine to NA is to detune it or, make it a highly strung monster at enormous cost and zero gain.

 

[JHS]

The answer won't come from F3 as F3 engines ran with air restrictors. What answer may come from there is the rpm potential but that would be specific to the internal components fitted and they will be very expensive if even obtainable.

A rough guide as to what a NA 2.0 litre four can make would be the 260-280hp from Ford's BDA in its competition career in tarmac rally spec. The gravel spec was closer to 240-250hp but more driveable. Which brings into focus the downside of NA engines when maximising power outputs - tractability. The torque will inevitably be available over a narrow rpm band requiring a transmission to exploit it and will be a pretty horrible street engine.
Forced induction is a lot easier than building a F3 spec engine and results in a much more streetable engine. Taken to extremes, the BDA turbocharged for F1 (but reduced to 1.5 litres capacity) made 1000+ hp. Converting a forced induction engine to NA is to detune it or, make it a highly strung monster at enormous cost and zero gain.

Honda F20C N/A (S2000) was 240 bhp as standard. rev limit was 8800rpm. A bit of fettling could produce a bit more.
It was/is very driveable and is in no way a horrible street engine.Agree with the narrow torque band.

 

[Bellow]

Honda F20C N/A (S2000) was 240 bhp as standard. rev limit was 8800rpm. A bit of fettling could produce a bit more.
It was/is very driveable and is in no way a horrible street engine.Agree with the narrow torque band.

Yeah I was aware of it when I typed but reconfiguring the M271's variable valve timing to VTEC capability is a bit of an ask.

 

[JHS]

Yeah I was aware of it when I typed but reconfiguring the M271's variable valve timing to VTEC capability is a bit of an ask.

I was ignoring that bit!

 

[grober]

MK 5?

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