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| MrFluffy:
Honda made a pearler of a v4 for one of their road bikes and evolved it over the years if looking at that might give you ideas. The only real issues which marred it were camchain problems (which lots of honda's of the period seemed to suffer from.) its a square layout 90' V4 with firing order 1-2-4-3, with firing intervals of 180/270/180/90 which produces a unique exhaust note. http://www.wemoto.com/wem/pic/vfr800engcut02.jpg Theres also the vmax which was one of the big power narrow angle v4 yamaha's, it had cylinders from each bank on a common conrod, and tuners seemed to be building plenty of them with 1500cc conversions and superchargers and stuff to suspect it was quite a solid design ;) Firing order was 1-3-2-4, with 1 being front left and 2 being front right... http://logan.com/lancair/2008.vmax/starvmax.crank.cylinder.left.rear.jpg Suzuki made a equivalent to the vmax with a maduira, only they only sold it for two years so... Aprillia entered the fold with their RSV4 :- http://www.superbike.co.uk/imageBank/r/RSV4_Fact%20motore%2007.jpg There was also a 2 stroke yamaha racer with a v4 layout, but because of using the crankcase as a compression stage, it uses two cranks with a split axis to reduce engine width, as each pot would require a dedicated crankcase and increase a single crank designs width to that of a inline four. And compactness was everything on a gp bike... Plus I think it and the NR500 v4's were both big bang engines (all cylinders firing at the same time). In the car world ford made a v4 unit for the british market transits. But I dont think the rest of the world saw much of that design :) Hope it triggers off some ideas or thoughts... |
| dbvandy:
--- Quote from: MrFluffy on March 17, 2011, 02:34:49 PM ---Honda made a pearler of a v4 for one of their road bikes and evolved it over the years if looking at that might give you ideas. The only real issues which marred it were camchain problems (which lots of honda's of the period seemed to suffer from.) its a square layout 90' V4 with firing order 1-2-4-3, with firing intervals of 180/270/180/90 which produces a unique exhaust note. http://www.wemoto.com/wem/pic/vfr800engcut02.jpg --- End quote --- Thanks for the info... I thought I KNEW I would be doing a 180 opposed crank, but Honda seems to know how to do it with an inline crank... Sure would make the build easier... I have an 84 vf700S Honda Sabre in the garage right now, kinda the inspiration for the motor, maybe I will do some research on the crank and timing... Doug |
| radfordc:
--- Quote from: foozer on March 08, 2011, 01:20:10 PM ---front of car 2 0--||--0 1 4 0--||--0 3 back of car Looks better, just half of a V8 Robert --- End quote --- Better? Nope...wrong. CUOG had it right |
| Bryan:
I have some experience with Guzzi V twins. As I understand it, the main advantage of a V layout - especially 90 deg - is that you get perfect primary balance with a common crankpin (light & compact). When one piston is stopped dead, the other is at maximum velocity. This gives a smooth engine, despite the power strokes being uneven. Ducati is another maker to exploit this principle. Flat motors are a different bowl of sauerkraut. They have perfect secondary balance because the power strokes are even, but the primary balance is bad. A Beemer twin has a totally different sound and feel from a Guzzi. I know which I'd rather throw a leg over. Don't know much about V4s, since two is the correct number of cylinders for a motorcycle. :poke: |
| bigmini:
--- Quote from: Bryan on March 31, 2011, 06:58:41 PM ---I have some experience with Guzzi V twins. As I understand it, the main advantage of a V layout - especially 90 deg - is that you get perfect primary balance with a common crankpin (light & compact). When one piston is stopped dead, the other is at maximum velocity. This gives a smooth engine, despite the power strokes being uneven. Ducati is another maker to exploit this principle. Flat motors are a different bowl of sauerkraut. They have perfect secondary balance because the power strokes are even, but the primary balance is bad. A Beemer twin has a totally different sound and feel from a Guzzi. I know which I'd rather throw a leg over. Don't know much about V4s, since two is the correct number of cylinders for a motorcycle. :poke: --- End quote --- Greetings from a fellow Guzzista :beer: You could use this arrangement in a V4 with a 180° two throw crank. Each pair of cylinders mounted on a common crank pin and therefore firing 90° apart. With the 180° crank and the right firing order, you'd get evenly spaced firing intervals, and perfect primary balance (for each pair) as well as perfect secondary balance (for the lot). The crankshaft would be easier to make too, being all in one plane. |
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