well, just to tose some more ideas around.
I think it is highly unlikely, that you can achieve the original crankshaft height, as it would requiere a engine with similar (~40 mm) stroke.
here some dimensions of the Zytek F3000 engine I had in mind, but because it is an 3l engine, it´s a tad longer then the 2.4 lt Honda.
Other then that, it´s a fairly "bullet proof" engine, and it should be able to run at a resonable cost level. (see service life)
Type Zytek KV-V8, 90°, 32 valves
Aluminium and magnesium Alloy
Capacity 2993cc (3 liter)
Bore x stroke 88 x 61.5 mm
Compression 13:1
Max. power 460 b.h.p. at 8750 rpm, limited to 9000 rpm
Max. torque 407 Nm at 7000 rpm
Min. lifetime 3200 km (2000 miles)
Dimensions (l x w x h) 545 x 660 x 440 mm
Weight 125 kg (275 lbs)
Fuel Petrochem Carless
Max. Speed Approx: 290kmh
0-100kmh 3.1 seconds
But even this engine wont have the crankshaft height needed.
Depending on your intentions, it is maybe worthwhile to consider, to run a complete F3000 rear end, including the Hewland gearbox.
Sure it will lack some originality, but would be a easy to run installation.
The F3000 car was close to F1 in terms of weight and overall dimensions, just lacking the power, and the sound.
Because the engine was rev limited to ~9000 rpm.
But this makes for the long service intervalls ( ~ 1 season] and ease of handling.
You would only need to worry about the engine/monocoque interface, and perhaps even arrive at the same/similar wheelbase, which goes with your bodywork fitment.
As the engine is a 90° V8, it should stay within the foot print of the Honda engine.
If you need parts for the clutch or a complete replacement call/e-mail
these guys, they did the Honda clutch, and still do them for others.
But it´s not going to be cheap, and I don´t think you need such a small clutch anyway.
If there is any trouble dealing with them, feel free to PM me, I know most of them well.
AFAIK 115mm is the smallest "standard" clutch you can buy "off the shelve", while 140mm 5.5" is more common, cheaper and widely available.
A more obscure engine solutions could include this.
This ex German DTM V6 engine, made by Cosworth for Opel,
runs with very unequal firing - 75 degrees, 165 degrees ! The
engine uses one coil per plug, almost essential for this level
of unequal firing, very high pressure (8 bar) low duty cycle
sequential injection producing 485bhp from 2.5 litres at 12,300rpm
with mechanical valve springs.
Weighing in at only 89kg
you can find two of these engines (one brand new)
here.
as they are V6´s it may buy´s you some lengths, and they rev up to 13k, so the sound is not bad, but other then that it´s not a cheap engine to run or maintain.
But on their website and on
this one, you can find similar engines and perhaps others parts, which could be useful for you.
They have one of these engines as well.
The idea behind the new V6 LMP2 Honda engine was, that beeing a V6 it may comes closer to the overall length you need.
As you can see, the front adapter to the chassis is maschined and not part of the engine as such.
This LMP2 engine is designed for usew in different chassis, so they needed to come up with a system for easy fitment.
This should make adaption to your chassis fairly simple.
But the crankshaft will be higher, that´s for sure, and it´s a turbo engine.
All things considered I think your H1V8 is a sensible choice overall, but some serious engineering has to go into the gearbox, if you want to keep the original case/housing and the suspension pickup points. - IMHO
Using a complete F3000 (or AGP1 etc.) rearend would be the quickest route to a running car IMHO, and it would be good "bang for your bucks", but it´s your call at the end of the day.
Good luck mate & all the best
