must have been so much amazing engineering that went into my 1st bike, an '86 VFR750 (v4 180-degree gear-driven cams)... and yet all i cared about was how it sounded when the seller fired it up.
I am just blown away by your knowledge and thorough explanation of the concepts. The entire concept of the power pulses to the back tire are fascinating. I really like the flat plane cranks for the smooth delivery of the power and this would explain why Rossi and Mir are so good at conserving their tires (I4XP) - and also why Dovi keeps burning up his (V4). Excellent video!
I used to have 250cc single cylinder. more than 25000km on that bike, learned a lot. now I have 321cc 2 cylinders, another level of bike. it is all phases, enjoy as best as you can, good riding. =)
@Joshua Langley aww you angry im happy? Meanwhile you simultaneously support sports that forced cattle to die to give leather to wsbk and gp riders? Woah Your a monster
The 990cc era was one of the best era's for MotoGp engines, where the engines had 5 cilinders instead of 4 cylinders. Watched a few races in person in 2005/2006.The most brutal and extraterrestrial sounds. I frequently visit MotoGp races now, but it's not the same anymore. That experience can't be replicated. Anyone who ever witnessed a 990cc GP knows what I'm talking about. You can also hear the difference on video but in real time, you feel it in your veins.
I was at Sachsenring this Year and i can't describe my feelings when the GP Bikes started with a noise i never heard before. Can't imagine what you have witnessed years before. Just crazy.
Good video, but I believe the Ducati V4 (both in MotoGP and street bikes) has a twin pulse firing order, which emulates a twin cylinder and is different from the Honda/KTM/Aprilia V4s.
No idea why. They would be a pain to rebuild compared to an inline. Have an M109r which is awesome in many ways, but not in others. My all time favourite engine config is the CX500, can't wait to get another.
Another educational video. Thank you. I was familiar with big bank v screamer v cross-plane, but I didn't know what Suzuki and KTM are doing. Well done Suzuki for 2020 by the way.
One of the few channel's I have notifications for. You put a lot of effort and detail into your videos. All while keeping it as short and sweet as possible. My brain is stimulated. Thanks
moto GP really is a different beast. I watched a similar video explaining yamaha's crossplane L4 and it said for non-GP motorbikes this performance increase is not worth it since it's felt at very high horsepower, speeds and rev ranges, which don't occur to day to day riders.
Man I want to get those books you have, this is some very interesting stuff you have here. I just like the fact that you teach facts not just your opinions on how things work, with theories.
I remember reading about the tire issue over 20 years ago. Their technology has hit a plateau but we keep putting more power to them. The cross-plane was the answer.
Thanks, I didn't know what the "angles" were for the motors. Could you explain to us how the "engine brake" works in a GP motorcycle (how they modify it during the race) ?
A 65 degree V4 is shorter in length compared to 90 degree V4. So, it can have more horsepower than a inline 4 and better corner speed compared to a 90 degree V4. RSV4 series are the best sounding production motorcyles also.
Different V angles suit different rev ranges, other than that only the usual engine specs determine power: bore/stroke, head shape, valves/porting, camshaft, carb/injection setup. And how many balance shafts your given engine needs to drive. This is why engine displacement is the biggest factor in drag racing, not crank type or number of valves etc.
Inline 4 revs the highest because it is the most balanced 4 cylinder engine configuration with it's superior primary engine balancing quality. Without the use of a balancing shaft, an inline 4 can run at high crankshaft speeds despite having mediocre secondary engine balancing.
That is why inline 4s are loved by people because when they hear it, they think of it as powerful, high revving engines - and that created the stereotype.
MotoGP Engineering is amazing because the factories are finding ways to get around the laws of physics. Ducati is now able to keep up in the corners with the inline 4 bikes. As well Suzuki and Yamaha are getting close to the top speed of the V4s.
add this to the conversation: The Current Ducati Motogp Bike is a 90degree V4, but with 70degree offset crank pins. By the sound of the Honda, it also (probably) does not have a conventional 180d crank either, but with offset crankpins too.
Lemme explain what happens in a Big Bang engine. First of all, no matter what motogp bike you choose, they all slam the rear tire to the ground when they hit the throttle, but that's due to the swingarm, chain and suspension geometry. Thats also the reason of those enormous high-side they do. Now, consideering what you said about de engine pulse sections (wich is correct), we can deduce that having all those as close to each other, acts kinda like if they were in resonance: the second explosion uses the inertia of the firs explosion to multiplicate its actual force, then the third one with the previous two ones, and so on. That traduces to more Engine Torque, wich equals in consequence in just a little bit of extra down push of the swingarm so the tire. And last but not least, those gaps between the pulse sections are good to unstress the tire for a moment and make it grip a little bit for the next pulse section. That, combined with the torque fact, means greater acceleration if we put two same bikes with the same gear ratio etc. But in reality it can be modded as much as seing screming Suzukis going through corners in an higher gear but still accelerate the same but still have more top speed. To conclude, just one more thing. It's interesting what you said about the need of air in the intake in a shorter amount of time. It's true and you were correct, but isn't that much of a concern: consideering that those are a liter bike engine, they suck a little amount of air if you compare it to some big engine cars wich need force induction intakes, not to provide more aire but to provide enough of it. In a motogp bike, or a street bike like so, you have the ram air, wich is as simple as a direct intake wich by third law of Newton, equals in a little bit more pressure in the airbox. With that and a liter bike, you will never run low of air in the intake, there is enough air comming to you at a certain speed. The real concern here, is to make it reach the cylinder without make it go through turns and corners in an airbox etc. That's exactly why they make the ram air through the chassi, and almost direct to the valves. Oh, and the inline4 - v4 thing, they're not better than the other one, the fact here is the final mass of the engine. As you well said, an inline 4, naturally comes as a screaming engine, because it's balanced and perfoms well, but if you wnat to, you can make it big bang, by crossplaneing it. Same but oppossite with the v4: A v4, due the firing order and how the rods are conected to the cranckshaft, make them big bang by nature (more or less depending the degree of aperture of the v, for example: Honda, Ktm: 45º Ducati. 90º). Also if you want to, you can turn it into a screamer, but that's not usually the case, also it,s a little bit harder. What really matters with the shape of the engine, it's the internal components. Without further looking, we have the cracnkshaft, wich is the heavyst moving object in the engine. In an inline 4, it's longer so heavier. In a v4 it's shorter si lighter. That, in combination of the big bang or screamer mode you choose, makes the engine climb rpms from bottom fast as hell (if it's lighter), or use the inertia of the crank to make it climb little bit slower but further in rpms (if it's heavier). Glad to see you talking about those interesting things, and happy to help with it.
Crossplane crankshaft long long ago. The four engines are smaller and more compact and therefore can be placed easily inside the bike frame and adjusted easily
Wow!! well explained. Had been watching MotoGP since Mick Doohan days and Rossi in his 125cc days; but never really cared to know these. Pretty much explains why Yamaha lacks in power compared to Honda and Ducati. Well done and thanks!
i just found out about your channel yesterday and i keep getting recomended your videos. and damn am i happy i clicked on em. i actually learned something new again
I Remember when Doohan used to use a Screamer Engine to make the other Riders think it was Better it was his Riding Skill that was the Difference but psyched them out
You messed up Ducati's twin-pulse. It's actually a 90-degree V4 with a 70-degree crankshaft creating 90-200-90-340 spacing. Additionally, before 2018, Honda was using the old school "Droner" firing interval with a 90-deg V4 and a 360-deg crank. 90-270-90-270. Droner is an Odd-Pair, Even-Set pulse order engine, whereas Ducati's twin-pulse is an Odd-Pair, Odd-Set pulse order engine. These are terms I just made up, but I think they're accurate descriptions of how each engine design spaces pulses. At the same time, a 90-deg V4 with 180-crank and cross-plane I4 is just a fully odd firing "no pattern" engine, and a flat-plane I4 is exactly the opposite, being a completely even "no pattern" engine. But of course, you have the inertial torque thing to worry about, there. Personally, I think anything works besides what's been proven NOT to work, which is the flat-plane, even-fire design. I'm also not entirely sold on this "long bang" malarky either. After all, that's a LOT of sudden power to stack up at once, even if it happens less often on a smaller section of the tire. I personally like how the Droner order looks on paper. Odd but even and no inertial torque to worry about, either. Clearly, Honda themselves think differently and possibly found something better since they've been on the "long bang" train since their 2018 revision RC213V.
I hear there's someone working on an electric motor attached like a supercharger. Only it's triggering on in micro bursts during the dead time in crank rotation. MASSIVE gains!
@@FirstLast-tx3yj I wish, another one of those that showed up overnight then got bought out & shelved just as fast. But I’m sure he’s working on it. Just no longer for public consumption.
@@FirstLast-tx3yj I truly wish I could be of more assistance. I’ve been trying to find the clips n links for awhile now, without any luck. I tripped across it watching automotive trade show footage for something like SEMA and followed the link within. Only when I went back into my favorites a few months later it had been deleted. Basically the electric motor would assist during the dead time and compression stroke of the engine. With that nearly removing all the resistance of the engine running the gains where truly insane.
My question is: why are they using v4's in MotoGP, spend a lot of money there to make them better and still use a regular inline-4 in there street bikes.....
Because of the more complex engineering, the costs to manufacture a v4 are higher compared to an inline-4. For street use, the actual technical advantages of using a v4 engine are less important than in racing where every fraction of a second counts. And with an inline-4 being cheaper to manufacture, it means that the MSRP can be lower. This is probably partly the reason why Ducati's and Aprilia's are more expensive than their Japanese (and even German) counterparts and a bit more "niche" so to speak.
Maintenance on a V4 is a bit tougher as well so more hours and more costly. That said they don't have the vibrations through the bars like most I4s and have much flatter torque curves so they are more pleasant to ride at a less than 10/10 pace. I don't ride that many miles compared to a lot of sport bike owners so I don't mind a bit more on the maintenance. But can't handle the vibes from most inline motors. I have ridden my Aprilia 5+ hours in a day no issues. Some I4s after 15 minutes my hands are starting to revolt against me because of the vibrations. A lot of people have only ridden I4s so they don't know any different. I've ridden close to 200 motorcycles at this point so I know what I do and don't like.
great informations. obviously with unified electronics yamaha and suzuki are at disadvantage because they cant tune it to their needs and it seems its now electronics is tuned more for the big bang. before unified electronics yamaha was really strong, suzuki was out because of simonceli, but now they both seems to struggle a lot with power transfer to the ground. ducati is rocket vs yamaha and suzuki. correct me if im wrong.
The flat plane 4 problem was about feel inb that. At hight revs. The torque to the wheel doesn't respond to the throttle. Its just engine speed and crank inertia.
I did a quick google regarding the wheelbase of each bike and the numbers I found were all shorter for the V4's (not sure I trust the sources though), Mike, do you have any accurate measurements to share? Great video as always!
At last someone thinking about things.. the shorter cases of the Suzuki & Yamaha inlines allows for longer swingarms.. short wheelbase creates quicker turn & roll into corners but also creates a wheely happy setup.. there's an ideal wheel base for rider bike combo & class.. Mike's also wrong on his use of the term vibrations both in engine config & effects on tires.. as with the big bang concept that was realised by Yamaha, but in their flat track days with the 650 twin.. Mike's "vibration" theories are all to do with harmonics.. specifically critical mass & harmonic frequencies.. sometimes lighter ISN'T better.. it's best seen when dragster car tires patter & break traction.. bike tires with soft pliable carcases will do the same in how they react to power pulses from the engine.. & length of swingarm & chain significantly affects these harmonics too.. hence how swingarm harmonic balancer a work that attach to the end of a swingarm.. cush drives too can work for & against wheel drive harmonics depending on the rubber densities & volume mass squash effect.. the maths would be horrendous.. note Ducati employing a dynamasist to address harmonic resonances in their gp23 engine with different cylinder bank angles & firing orders.
Thanks I learned something. It's counter intuitive because we might think that evenly spaced power pulses are best, but my own experience with 90 degree V twins tells me otherwise.
This is so perfect explained. Do you have one or can you make a video on trail-breaking. Did not fund it on the play list. But I am going to look more after it.
That furious twerking at 3:22 got a good chuckle out of me.
must have been so much amazing engineering that went into my 1st bike, an '86 VFR750 (v4 180-degree gear-driven cams)... and yet all i cared about was how it sounded when the seller fired it up.
6:46 the sound of frying eggs... i see what you did there
I am just blown away by your knowledge and thorough explanation of the concepts. The entire concept of the power pulses to the back tire are fascinating. I really like the flat plane cranks for the smooth delivery of the power and this would explain why Rossi and Mir are so good at conserving their tires (I4XP) - and also why Dovi keeps burning up his (V4). Excellent video!
Hahaha me trying to understand riding a single cylinder 😂
😅
I used to have 250cc single cylinder. more than 25000km on that bike, learned a lot. now I have 321cc 2 cylinders, another level of bike. it is all phases, enjoy as best as you can, good riding. =)
@@michelbauer4880 r3?
@@RAHUL-dt5xm almost, it is the naked version of R3 called MT03. great biike, lots of fun.
@@michelbauer4880 I love mt, provides good amount of torque compared to others in its segment. Pretty fun bike.
Thanks, best explanation I have ever seen/heard! (I have been wondering about this stuff for years.)
This video just made my Thanksgiving
@Joshua Langley aww you angry im happy? Meanwhile you simultaneously support sports that forced cattle to die to give leather to wsbk and gp riders? Woah Your a monster
The 990cc era was one of the best era's for MotoGp engines, where the engines had 5 cilinders instead of 4 cylinders. Watched a few races in person in 2005/2006.The most brutal and extraterrestrial sounds. I frequently visit MotoGp races now, but it's not the same anymore. That experience can't be replicated. Anyone who ever witnessed a 990cc GP knows what I'm talking about. You can also hear the difference on video but in real time, you feel it in your veins.
I was at Sachsenring this Year and i can't describe my feelings when the GP Bikes started with a noise i never heard before. Can't imagine what you have witnessed years before. Just crazy.
Only Honda had 5 cilinders. Ducati, Kawasaki and Yamaha had 4 and Aprilia had 3 cilinders.
Another great video! Makes it much easier to understand. But really for the street, the v4 and the crossplanes just sound awesome haha.
4:20 BAZINGA!
I know you know that we know what you were doing in editing. 🤣🤣🤣
What?
Good video, but I believe the Ducati V4 (both in MotoGP and street bikes) has a twin pulse firing order, which emulates a twin cylinder and is different from the Honda/KTM/Aprilia V4s.
You explained that perfectly, hopefully this will help those that ride inline 4's understand why us that ride V4's love them so much better.
I'll be over here, representing twin pots.
No idea why. They would be a pain to rebuild compared to an inline. Have an M109r which is awesome in many ways, but not in others. My all time favourite engine config is the CX500, can't wait to get another.
3:17 yesss shake dat
This is so informative. Now going back to my 155cc scoot.
you will be safer with some big wheels. your 5inch wheels are for kids up to 10 years.
Most underrated motorcycle channel on CZcams. Love your work brother
This was the best explanation for during order and engine configuration I've heard. Great job!!
Another educational video. Thank you. I was familiar with big bank v screamer v cross-plane, but I didn't know what Suzuki and KTM are doing. Well done Suzuki for 2020 by the way.
One of the few channel's I have notifications for. You put a lot of effort and detail into your videos. All while keeping it as short and sweet as possible. My brain is stimulated. Thanks
Just when you think you know a lot about motorcycles and this comes up! You get humbled
moto GP really is a different beast. I watched a similar video explaining yamaha's crossplane L4 and it said for non-GP motorbikes this performance increase is not worth it since it's felt at very high horsepower, speeds and rev ranges, which don't occur to day to day riders.
Man I want to get those books you have, this is some very interesting stuff you have here. I just like the fact that you teach facts not just your opinions on how things work, with theories.
Excellent description of the various configurations and power delivery.
I remember reading about the tire issue over 20 years ago. Their technology has hit a plateau but we keep putting more power to them. The cross-plane was the answer.
Amazing, such a joy to watch and learn! Thanks Mike!
The best video about these patterns. 👏🏼👏🏼👏🏼
Never knew Suzuki was cross plane...
Same......
??? I mean it's pretty apparent everytime the engine runs. You hear it. Moto GP is pretty much devoid of screamers.
explains why I love that suzuki as well as the m1. maybe I'll have both if luck smiles to me hahaha
Same
Motogp only .
I've been searching for a video like this. Big thanks!
Wow, I had absolutely no clue that V4s fired like that. Thanks for the lesson Mike!
Mike this was one of the most fantastic and informative videos I have ever seen on motorcycle dynamics.
Fantastic vid. Thanks for the detail. Really adds to my appreciation of MotoGP and motorcycling in general.
Didn't realise they were so popular. I've got an IL4 180 crank twin pulse big bang.
A truly excellent analysis! Thanks for doing what you do. All your videos are great.
3:16 ouhh yeahh that vibration....i somehow wanna learn something yet something always make me laugh
🤣🤣🤣
Ultra-Twerk
Brrrrrr
Thanks, I didn't know what the "angles" were for the motors.
Could you explain to us how the "engine brake" works in a GP motorcycle (how they modify it during the race) ?
A 65 degree V4 is shorter in length compared to 90 degree V4. So, it can have more horsepower than a inline 4 and better corner speed compared to a 90 degree V4. RSV4 series are the best sounding production motorcyles also.
Yes
Different V angles suit different rev ranges, other than that only the usual engine specs determine power: bore/stroke, head shape, valves/porting, camshaft, carb/injection setup. And how many balance shafts your given engine needs to drive. This is why engine displacement is the biggest factor in drag racing, not crank type or number of valves etc.
@@rossbrumby1957 V4 engines provide better low to mid range torque compared to inline 4 engine
Inline 4 revs the highest because it is the most balanced 4 cylinder engine configuration with it's superior primary engine balancing quality. Without the use of a balancing shaft, an inline 4 can run at high crankshaft speeds despite having mediocre secondary engine balancing.
That is why inline 4s are loved by people because when they hear it, they think of it as powerful, high revving engines - and that created the stereotype.
I certainly learned a lot here! Thanks Mike keep it up there’s no other channel like yours in the web 👍👍👍
I remember when they went to Big Bang configurations for the 2-strokes to make the 200+hp bikes more manageable coming out of corners.
Screamer have more power, Doohan back to Screamer and take all the championship in 1997.
MotoGP Engineering is amazing because the factories are finding ways to get around the laws of physics. Ducati is now able to keep up in the corners with the inline 4 bikes. As well Suzuki and Yamaha are getting close to the top speed of the V4s.
Awesome video, you should do a second part on 4cyl & 2cyl plus the firing patterns each could have 👏🏼
This channel is a hidden gem. Great work mike
add this to the conversation: The Current Ducati Motogp Bike is a 90degree V4, but with 70degree offset crank pins. By the sound of the Honda, it also (probably) does not have a conventional 180d crank either, but with offset crankpins too.
Thank you Mike for such a detailed video. Really well put together! Have a nice day!
Thank u for explaining this, I will now buy a Panigale V4 as my beginner bike.
Lemme explain what happens in a Big Bang engine. First of all, no matter what motogp bike you choose, they all slam the rear tire to the ground when they hit the throttle, but that's due to the swingarm, chain and suspension geometry. Thats also the reason of those enormous high-side they do. Now, consideering what you said about de engine pulse sections (wich is correct), we can deduce that having all those as close to each other, acts kinda like if they were in resonance: the second explosion uses the inertia of the firs explosion to multiplicate its actual force, then the third one with the previous two ones, and so on. That traduces to more Engine Torque, wich equals in consequence in just a little bit of extra down push of the swingarm so the tire. And last but not least, those gaps between the pulse sections are good to unstress the tire for a moment and make it grip a little bit for the next pulse section. That, combined with the torque fact, means greater acceleration if we put two same bikes with the same gear ratio etc. But in reality it can be modded as much as seing screming Suzukis going through corners in an higher gear but still accelerate the same but still have more top speed. To conclude, just one more thing. It's interesting what you said about the need of air in the intake in a shorter amount of time. It's true and you were correct, but isn't that much of a concern: consideering that those are a liter bike engine, they suck a little amount of air if you compare it to some big engine cars wich need force induction intakes, not to provide more aire but to provide enough of it. In a motogp bike, or a street bike like so, you have the ram air, wich is as simple as a direct intake wich by third law of Newton, equals in a little bit more pressure in the airbox. With that and a liter bike, you will never run low of air in the intake, there is enough air comming to you at a certain speed. The real concern here, is to make it reach the cylinder without make it go through turns and corners in an airbox etc. That's exactly why they make the ram air through the chassi, and almost direct to the valves. Oh, and the inline4 - v4 thing, they're not better than the other one, the fact here is the final mass of the engine. As you well said, an inline 4, naturally comes as a screaming engine, because it's balanced and perfoms well, but if you wnat to, you can make it big bang, by crossplaneing it. Same but oppossite with the v4: A v4, due the firing order and how the rods are conected to the cranckshaft, make them big bang by nature (more or less depending the degree of aperture of the v, for example: Honda, Ktm: 45º Ducati. 90º). Also if you want to, you can turn it into a screamer, but that's not usually the case, also it,s a little bit harder. What really matters with the shape of the engine, it's the internal components. Without further looking, we have the cracnkshaft, wich is the heavyst moving object in the engine. In an inline 4, it's longer so heavier. In a v4 it's shorter si lighter. That, in combination of the big bang or screamer mode you choose, makes the engine climb rpms from bottom fast as hell (if it's lighter), or use the inertia of the crank to make it climb little bit slower but further in rpms (if it's heavier).
Glad to see you talking about those interesting things, and happy to help with it.
Crossplane crankshaft long long ago.
The four engines are smaller and more compact and therefore can be placed easily inside the bike frame and adjusted easily
Thanks to CZcams algorithm, I've learned more.
Wow!! well explained. Had been watching MotoGP since Mick Doohan days and Rossi in his 125cc days; but never really cared to know these. Pretty much explains why Yamaha lacks in power compared to Honda and Ducati. Well done and thanks!
Thanks bro. I'm learning something today
The people who dislike this video doesn't even know how to ride a bike, so what the heck. Great video. More videos like this👍
This is so very interesting, you are a riding scientist. Very analytical and logical.
Man. This makes so much sense. This is awesome. Thanks Mike!
Thanks for sharing this! I learned a lot about bikes by watching your contents, Ride safe always. -Rider from the Philippines
i just found out about your channel yesterday and i keep getting recomended your videos. and damn am i happy i clicked on em. i actually learned something new again
I Remember when Doohan used to use a Screamer Engine to make the other Riders think it was Better it was his Riding Skill that was the Difference but psyched them out
You messed up Ducati's twin-pulse. It's actually a 90-degree V4 with a 70-degree crankshaft creating 90-200-90-340 spacing. Additionally, before 2018, Honda was using the old school "Droner" firing interval with a 90-deg V4 and a 360-deg crank. 90-270-90-270. Droner is an Odd-Pair, Even-Set pulse order engine, whereas Ducati's twin-pulse is an Odd-Pair, Odd-Set pulse order engine.
These are terms I just made up, but I think they're accurate descriptions of how each engine design spaces pulses. At the same time, a 90-deg V4 with 180-crank and cross-plane I4 is just a fully odd firing "no pattern" engine, and a flat-plane I4 is exactly the opposite, being a completely even "no pattern" engine. But of course, you have the inertial torque thing to worry about, there.
Personally, I think anything works besides what's been proven NOT to work, which is the flat-plane, even-fire design. I'm also not entirely sold on this "long bang" malarky either. After all, that's a LOT of sudden power to stack up at once, even if it happens less often on a smaller section of the tire. I personally like how the Droner order looks on paper. Odd but even and no inertial torque to worry about, either.
Clearly, Honda themselves think differently and possibly found something better since they've been on the "long bang" train since their 2018 revision RC213V.
Big bangs were first done by Suzuki on the NSR500 two strokes.
best under rated bike related channel ever!!!!!!
I've been a subscriber since 4 years! keep going man! awesome content like always!
first time watching a video of yours very very good analysis, cheers
I shared, subscribed, saved, first time ever. I guess I also commented. Now I am thinking hard on what he said.
In the old 500cc days , Honda also had the screamer and big bang
This is why the HD was the best board tracker
Your videos are perfect for aspies. Thanks for the content.
Mike: *power pulses, vibration and power delivery*
Me on my bike: HAHAHA _brap brap!!!_
Very interesting debate for sure as to which is better...
Lucky to have come across this video. I learned something today! Thank you! Subbed.
I hear there's someone working on an electric motor attached like a supercharger. Only it's triggering on in micro bursts during the dead time in crank rotation. MASSIVE gains!
In motorcycles its complicated bcz the batteries affect the weight
Any patents or links so ilook at it??
@@FirstLast-tx3yj I wish, another one of those that showed up overnight then got bought out & shelved just as fast. But I’m sure he’s working on it. Just no longer for public consumption.
@@RESET1776 u can still find patents and simple drawing if u know what is the thing called
@@FirstLast-tx3yj I truly wish I could be of more assistance. I’ve been trying to find the clips n links for awhile now, without any luck. I tripped across it watching automotive trade show footage for something like SEMA and followed the link within. Only when I went back into my favorites a few months later it had been deleted. Basically the electric motor would assist during the dead time and compression stroke of the engine. With that nearly removing all the resistance of the engine running the gains where truly insane.
Awesome video...👌🏼
Love frm India♥️
Great vid as always!
Thank you for all your work and efforts in the quality!
This is awesome! Thanks for the new knowledge, Mike.
Nice nice , now I'll go back to my single cylinder beast 125 cc platina
Nice facts you stated about super bike engine mechanism tech.
Excellent episode. Love it.
What a great video and clear explanation. Thanks for sharing this!
I learned something today! Thanks Mike
My question is: why are they using v4's in MotoGP, spend a lot of money there to make them better and still use a regular inline-4 in there street bikes.....
Because of the more complex engineering, the costs to manufacture a v4 are higher compared to an inline-4. For street use, the actual technical advantages of using a v4 engine are less important than in racing where every fraction of a second counts. And with an inline-4 being cheaper to manufacture, it means that the MSRP can be lower. This is probably partly the reason why Ducati's and Aprilia's are more expensive than their Japanese (and even German) counterparts and a bit more "niche" so to speak.
A v4 is expensive
a couple v4 is easy to make however mass production it cost alot and complex
You wrote the Answer - Simply Money.
Maintenance on a V4 is a bit tougher as well so more hours and more costly. That said they don't have the vibrations through the bars like most I4s and have much flatter torque curves so they are more pleasant to ride at a less than 10/10 pace. I don't ride that many miles compared to a lot of sport bike owners so I don't mind a bit more on the maintenance. But can't handle the vibes from most inline motors. I have ridden my Aprilia 5+ hours in a day no issues. Some I4s after 15 minutes my hands are starting to revolt against me because of the vibrations. A lot of people have only ridden I4s so they don't know any different. I've ridden close to 200 motorcycles at this point so I know what I do and don't like.
Thanks for share some knowledge with us .
Really nice and technical explanation.
great informations. obviously with unified electronics yamaha and suzuki are at disadvantage because they cant tune it to their needs and it seems its now electronics is tuned more for the big bang. before unified electronics yamaha was really strong, suzuki was out because of simonceli, but now they both seems to struggle a lot with power transfer to the ground. ducati is rocket vs yamaha and suzuki. correct me if im wrong.
Thank you Mike, great video.
honda has been using the big bang engine since the gp500 series of day old.
Thanks Mike for the video....have been following u since I started riding years back!
The flat plane 4 problem was about feel inb that. At hight revs. The torque to the wheel doesn't respond to the throttle. Its just engine speed and crank inertia.
I did a quick google regarding the wheelbase of each bike and the numbers I found were all shorter for the V4's (not sure I trust the sources though), Mike, do you have any accurate measurements to share? Great video as always!
At last someone thinking about things.. the shorter cases of the Suzuki & Yamaha inlines allows for longer swingarms.. short wheelbase creates quicker turn & roll into corners but also creates a wheely happy setup.. there's an ideal wheel base for rider bike combo & class.. Mike's also wrong on his use of the term vibrations both in engine config & effects on tires.. as with the big bang concept that was realised by Yamaha, but in their flat track days with the 650 twin.. Mike's "vibration" theories are all to do with harmonics.. specifically critical mass & harmonic frequencies.. sometimes lighter ISN'T better.. it's best seen when dragster car tires patter & break traction.. bike tires with soft pliable carcases will do the same in how they react to power pulses from the engine.. & length of swingarm & chain significantly affects these harmonics too.. hence how swingarm harmonic balancer a work that attach to the end of a swingarm.. cush drives too can work for & against wheel drive harmonics depending on the rubber densities & volume mass squash effect.. the maths would be horrendous.. note Ducati employing a dynamasist to address harmonic resonances in their gp23 engine with different cylinder bank angles & firing orders.
Mike,can have a content about moto gp's free practice to main race. Rules and everthing and how it works. Thank you, ride safe..from PH🇵🇭🇵🇭🇵🇭
Nice one I enjoyed that, v4s and big bangs sound the best
Thanks I learned something. It's counter intuitive because we might think that evenly spaced power pulses are best, but my own experience with 90 degree V twins tells me otherwise.
Other than Ducati, I can't think who else uses 90 deg V twins. Are they single crankpin or a 180 degree twin crankpin?
@@rossbrumby1957 The Suzuki SV650 is also 90 degree V. They use a common crank pin which allows perfect primary balance but gives uneven firing order.
I love the sound of Moto GP Superbikes 💯
I love the sound at low revs
Has there ever been a rotary engine in a Moto GP bike? If not would it be possible?
In 1991 Norton ran their rotary bike in the British Grand Prix with Ron Haslam at the helm, he finished 15th....
Don't ask people to subscribe. Contine to make great content like this and we will do it out of enjoyment.
Stinky smoky two stroke engines are my favorite 💪🏾👍🏾💪🏾💪🏾
I have that exact same shirt! Thanks for the video too
Great explanation. Great visuals. Thanks for sharing
I really like the video and I didn't even know that bike engines it could interest me that much :)
@Mike on Bikes The Ducati Power pulse has a 70 degree crank pin offset, not 180 :)
LOVE the yamaha so much
Amazing explanation 🔥👍👍
This is so perfect explained. Do you have one or can you make a video on trail-breaking. Did not fund it on the play list. But I am going to look more after it.
holy shit, eye opening how much stuff there is at top end
Excellent explanation.
Good video. Learned a lot.