Honda RC213V Revealed To Use A 90°V Engine — Now, Rethink Ducati’s…

22 Май 2015 | Author: | Комментарии к записи Honda RC213V Revealed To Use A 90°V Engine — Now, Rethink Ducati’s… отключены
Honda V4 Concept

Honda RC213V Revealed To Use A Engine — Now, Ducati’s Problems

Submitted by Emmett on Mon, 2013-02-18

Just over 18 months I wrote a long analysis of I believed at the time was the main with Ducati’s Desmosedici machine. In that analysis, I most of the problems with the to the chosen angle of the V, the angle the front and rear cylinder By sticking with the 90V, I Ducati were creating with packaging and mass which made it almost to get the balance of the Desmosedici right.

The was taking up too much space, and their ability to adjust the balance by moving the engine

Though there was a certain to my analysis, it appears that the angle was not the problem. Yesterday, in biweekly print edition, the magazine Solo Moto an article by Neil Spalding, who had obtained photographic evidence the Honda RC213V uses a the same engine angle by the Ducati Desmosedici. Given the success of the Honda RC213V, can no longer be any doubt that a 90V is no mpediment to building a competitive machine.

The photographic proof as confirmation of rumors which had doing the rounds in the MotoGP throughout the second half of the season. Several people that the Honda may use a 90 angle, Ducati team manager Guareschi, speaking to in November. I had personally been enough to catch a glimpse of a RC213V engine at one rain-soaked track in September, but while the through the window may have good enough to form the of an engine that looked it may have been a 90V, it was a long way from being resembling conclusive, and nowhere enough to base a news on.

Spalding’s persistence has paid however. The British photographer and is a common sight wandering the garages, either first in the morning, as the bikes are being up, or late at night, while the prepare the machines for the following At some point, the Honda and engineers — protective to the of prudishness of displaying any part of machine to the outside world would let their guard

When they did, pounced.

So why did Honda elect to use an layout which is blamed for Ducati so much trouble? And how do make the layout work Ducati have continued to The first question is relatively to answer; the second is a good more tricky.

There are reasons to use a 90V for both four and two cylinder engines. First and is that such an engine offers perfect primary and balance — put crudely, the caused by the mass of the piston and the vibration caused by the difference in between the crankshaft and the piston animation here ) — means that no extra are required to balance the engine

Adding a balance shaft as is needed for a 75V, as the previous was, and as is needed for Yamaha’s big inline four — power, requiring around of the engine output to drive the shaft at sufficient speed. In to that, a 90V also has perfect torque: the torque created by the of the pistons all balance each out, the reason Yamaha to use the big bang firing order for the M1 four. There are more as well — more cylinder firing means manageable intake pulses in the tract, from air intakes to among other reasons.

Rule changes also a 90V more attractive. When spoke to HRC boss Shuhei about the engine, Nakamoto that the maximum bore of 81mm — primarily to act as a rev limit — had allowed to think of expanding the engine when they switched 800cc to 1000cc. The fixed meant that the engines a longer …, moving the ports further away the crankshaft, and making the cylinder higher.

This gave room for locating the rear with the 800cc, the exhausts had to be away from the shock to the shock oil from absorbing too heat and losing damping; on the 1000, this is less of a as the exhausts are routed further from the shock anyway. The cylinders also moved the of mass significantly; with a V, that weight would been further up; having a V, 90, the weight is distributed a little Nakamoto explained to Spalding.

So why the Honda work, while the doesn’t? For a number of reasons, few of have anything to do with the angle. Contributing a small is the fact that the Honda appears to be rotated slightly rearward than the Ducati

Ducati had abandoned its more approach, with the front bank close to the horizontal, at the end of choosing to rotate the engine to close to 45 from the horizontal. But far important is the location of the engine in the and the arrangement of the gearbox and output On both the Yamaha and the Honda, the is more compact, and everything is more tightly.

The Ducati and gearbox takes up more space, leaving less for maneuver in terms of frame and design.

Ducati’s biggest though, remains the concept which it was built. Ducati to have built the most engine they could would be reliable, and put it in a frame. Ducati Corse did not take into account is the fact a motorcycle is just that: a cycle.

There are two parts to the — both engine and chassis and running gear — and getting them to together is what turns a motorcycle into a winner. The between power delivery and has always been the Ducati’s point, even during the period.

Then, however, tires and excessive horsepower riders such as Loris to exploit the strengths of the machine horsepower and drive — to around its weakness, an unwillingness to With the advent of the 800s, the lost much of their and once the spec tire was only the combination of the riding of Casey Stoner and the set up genius of Gabarrini could make the work, and even then, it horribly finicky.

The spec tire meant the Ducati could no longer the lack of feel from the end with a specially constructed tire. The carbon fiber had been a massive improvement in over the steel trellis for the Desmosedici, but with the spec built around a standard layout of an aluminium beam Ducati’s frameless design, the engine as a stressed member, was to obscurity.

Honda V4 Concept

That design was at the end of 2011, and an all-new aluminium frame, similar in design to of Yamaha and Honda, was introduced in But there is more to chassis than just copying the Ducati’s previous design, the engine as a stressed member, had a very stiff and inflexible of engine in the middle of two more chunks of subframe, connecting the head to the front cylinder and the swingarm to the gearbox.

Once the frame was introduced, the design to follow the same pattern, a central, extremely stiff with two softer sections at and rear. The chassis changes the year have had less and material around the swingarm point, for example, as Ducati for more flex in their The problem, however, may have in the beams connecting front and rather than in the attachment for the swingarm and steering head.

The also, retained the solid which had previously been by its use as a stressed member. It was a much lump than the Honda and units, as the history of the minimum increase for 2012 reveals. At the end of Dorna proposed a weight from 153kg to 160kg. proposal could only be by unanimous agreement of the MSMA, the

After the MSMA met, reported to the Grand Prix that the proposal had been by a unanimous vote. It transpired the vote was far from unanimous: one — though it was never it is widely accepted that was Ducati — had voted in of the weight increase, and after informed the GPC that they had misinformed, a compromise was reached the weight was increased to 157kg in and 160kg for 2013. Ducati had the to gain by a weight increase, as bike was already the heaviest of the

The heavier engine makes distribution even more Getting the basic weight right is key, and this is Ducati have suffered How critical this is was demonstrated by in 2012, as they struggled the added weight and with the tire construction. Both causing huge chatter for the a problem which it took the over half a season to get to with.

Once they did get it control — or at least, get it control sufficiently to allow the men to win 8 of the last 9 races — the were nigh-on unbeatable.

distribution, chassis stiffness and power delivery. These are the which a racing motorcycle is required to control to build a machine. Ducati’s problems from the fact that have not mastered these sufficiently to produce a rideable

That Honda should be to do so, using the engine layout blamed for Ducati’s woes, volumes about HRC’s their engineering skill, and experience. It is a foolish man who bets Honda when they to go racing.

So I was wrong, 18 months to lay the blame at the door of the engine selected by Ducati. I should known better, given long history of racing with V4s, in World and Endurance racing with the and RC45.

Their 90V engine be the basis of their production (which writer Mark has proposed be named the Honda as well as the design template for the Superbike homologation special due to be in time for the 2014 WSBK The layout itself is not important: it is not a of getting the right engine it is a question of getting the engine right for the bike you are building. remain motor-cycles.

The two parts create a greater whole.

Honda V4 Concept
Honda V4 Concept
Honda V4 Concept
Honda V4 Concept


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