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Triumph’s 765cc triple engine, initially introduced with the 2017 Street Triple, has proven to be a game-changer in both the street and racing world.

  • Since the 2019 race season, Triumph’s 765cc triple has been the driving force behind all Moto2 racing machines, impressing with its reliability and power on the track.
  • Triumph will continue as Moto2 engine supplier until 2029. 

 

The success of this partnership led Dorna to extend Triumph’s contract as the sole engine supplier for the Moto2 series until 2029. Carlos Ezpeleta, Chief Sporting Officer of Dorna, expressed his satisfaction with the collaboration, citing “great racing, record-breaking performances, and impressive reliability” as key factors in the decision.

Steve Sargent, Triumph’s Chief Product Officer, highlighted the introduction of a new racing gearbox, set to improve track performance. The engineering team is already working on enhancements for gear selection, with testing planned after this year’s Moto2 races.

Currently tuned to produce 145 horsepower, with a recent increase in RPM to 14,400, the Triumph Moto2 engines continue to set new standards for performance. 

For enthusiasts seeking a taste of the Moto2 experience, the Triumph Street Triple RS Moto2 Edition offers a glimpse, boasting the same powerful engine, along with Öhlins suspension and Brembo Stylema monoblock calipers for precision handling.

Triumph’s 765cc triple engine has undoubtedly left a lasting mark on the racing world, and its continued presence in Moto2 promises more exciting races and record-breaking moments in the years to come.

Honda is reportedly working on a supercharged adventure motorcycle that could potentially become a future Africa Twin model as confirmed by latest patent. 

  • The patent shows the supercharger unit mounted on top of the gearbox, behind the engine barrels. 
  • The intake air is fed to the supercharger inlet via a long snorkel that runs up the left side of the down-tube, meeting with a plenum chamber by the steering head. 

It is not entirely clear why Honda is turning to supercharging, as it is not known whether the company is interested in creating the most powerful adventure bike on the market. Instead, the company may be looking ahead to a future where current Africa Twin engines may become obsolete due to emissions regulations. 

Honda has never been interested in participating in the outright power wars, but the addition of a supercharger could potentially add more excitement to the already impressive Africa Twin.

The patent design clearly shows that the new adventure bike will be built with a focus on high performance, and the supercharger will be an essential component in achieving that goal.

Nevertheless, the addition of a supercharger could potentially make the Africa Twin an even more desirable motorcycle for adventure riders. Honda has not released any official statements regarding the supercharged Africa Twin, but it is exciting to see the company focusing on creating innovative and exciting new models for adventure bike enthusiasts.

(source: Visordown)

Qianjiang, the parent company of Benelli, is reportedly developing a new V-4 engine that will power the company’s future motorcycle models.

  • QJ Motor plans to introduce it’s own V4 engine in the near future.
  • The V4 powertrain is said to be around the 1L mark and offers more than 200hp. 

The engine has been featured in several patent applications published in China recently, revealing that it is a 90-degree V-4 engine with double overhead camshafts and four valves per cylinder, somewhere around the 1,000cc mark.

*the new patent showcased a 90-degree V4 engine.

Although the engine’s intended motorcycle model is unknown, some of the patent drawings feature the QJMotor logo, indicating that it will appear in at least one model in the company’s fast-growing QJMotor range. However, Qianjiang already shares its current engines across both the QJMotor and Benelli lineups, making it likely that the V-4 engine will eventually appear under the Benelli banner.

QJMotor range already includes more than 30 motorcycles, ranging from 50cc to 900cc. Therefore, the addition of a V-4 engine will help the company achieve its goal of having every type of combustion engine in its motorcycle lineup.

Qianjiang’s new V-4 engine project is a significant step towards establishing the company’s presence in the high-performance market.

Chinese motorcycle manufacturer, CFMoto is working on a new inline-triple engine of around 675cc, according to recent patent documents as reported by Cycle World

This move is particularly interesting as it suggests that the company is committed to developing a range of engines with different capacities and layouts, despite its partnership with KTM and the growing consensus in the industry that internal combustion engines are reaching the end of their lifespan. It also hints that there is still a future for internal combustion.

The triple engine is expected to be part of the same family as the 449cc parallel twin that’s currently available in the 450SR sportbike. 

The engine, which features a 270-degree crankshaft, promises to be a huge step forward compared to the company’s previous ICE engines. 

The new three-cylinder engine shares many design features with the 449cc twin, including the cylinder head and cam-cover design. If the 72mm bore and 55.1mm stroke of the 450 are carried over to the triple, the result will be a total of almost exactly 673cc.

The design of the new engine suggests that it is focused more on low-to-midrange torque and less on outright revs and peak power. 

However, CFMoto could easily change the bore and stroke to give the triple more displacement and performance if required. The engine features a balancer shaft mounted at the front, as is typical for triples, and the water pump appears to be driven from the same shaft. 

CFMoto has already shown extensive experience with battery-powered motorcycles and has vast battery-production facilities on its doorstep. 

Despite this, the company is still investing in the development of traditional gasoline engines.

If you look at modern BMW cars, you might notice their kidney-shaped grille, which may seem like a blocked-off fake air intake rather than a functional one. 

  • BMW Motorrad developing ‘adaptive cooling’ for motorcycles.
  • The technology is similar to the one found in BMW cars. 

This is because BMW uses shutters that close off the grille to enhance aerodynamics when maximum cooling is not needed. Now, BMW is applying the same idea to motorcycles.

A recent BMW patent application describes a “tilting vehicle” that has a movable air-guiding device in its cooling system as reported by Cycle World.

The patent application includes illustrations that clearly show a shutter-style system located in front of the radiator of a liquid-cooled boxer twin motorcycle. 

Similar to cars that use a similar system, the purpose is to provide enough cooling to support high-performance engines that are working at their maximum level, but also to improve aerodynamics when the engine is not stressed and producing less heat.

The patent identifies the issue with motorcycle radiators being mounted where they’re exposed to the most airflow possible, which creates a significant aerodynamic obstacle. 

This issue is compounded by the fact that the cooling system has to be designed to handle extreme weather or performance conditions, unlike the conditions that will be encountered on a daily basis. 

According to BMW’s patent application, “the cooling arrangement is typically designed based on the highest power requirement that can be expected, which can occur during extreme operating conditions. In everyday situations where the cooling system has lower performance requirements, it is consequently ‘oversized'”.

Most motorcycles use a radiator to cool the engine, but this can create air resistance and inefficiency. BMW has come up with a solution called “active shutters.” It’s like a venetian blind that can open or close in front of the radiator to let in more or less air, depending on how much cooling is needed. 

By redirecting air around the radiator instead of through it, active shutters can reduce drag and make the motorcycle more efficient. 

BMW has illustrated this idea on an adventure bike and it could be used on their new R 1300 GS boxer engine model. BMW already uses a similar system in their cars, so it should be easy to adapt it for motorcycles if it works as well as they hope.

(source: Cycle World)

Ducati has revealed three new motorcycles since the start of the 2023 Ducati World Premiere thus far. 

  • Latest VIN decoder reveals a new single-cylinder motorcycle on its way from Ducati.
  • The 659cc single could be the final piece of Ducati’s 2023 World Premiere. 

The 2023 DWP kicked off with the Streetfighter V4 Lamborghini, followed by the new top-of-the-range Monster SP and, recently, the new Multistrada V4 Rally.

So far, we know that an all-new Ducati Diavel V4 is on its way, along with a new Scrambler and Panigale V4 R. That alone completes six out of seven DWP web series. 

While most of the bikes launched are already known to us beforehand, Ducati might have something up its sleeve for the final episode. Thanks to latest reports by Motorcycle.com, we now know for sure Ducati plans to unveil an all-new single. 

On September 22, 2022, Ducati renewed a vehicle identification number (VIN) document at the US National Highway Traffic Safety Administration (NHTSA).

That particular document revealed a liquid-cooled, four-valve, 659cc single-cylinder engine. While a single-cylinder Ducati powertrain sounds alien to some of us, the Borgo Panigale factory is no stranger to a single-cylinder machine. 

In fact, Ducati’s Scrambler of the ’60s and ‘70s runs on a single-cylinder thumper.

Also, the ultra-limited Ducati Supermono manufactured in the ‘90s features a 500cc single capable of generating 75hp @ 10,000rpm. 

The question is, what kind of motorcycles could use the new 659cc single? While it is likely to power a new scrambler-type bike, it could also signal new entry-level two-wheelers from the Italian firm. 

There’s one way to find out, and that is to keep your eyes on the upcoming episodes of the 2023 Ducati World Premiere. 

(source: Motorcycle.com)

Kawasaki has signed an agreement with the biggest carmaker, Toyota, to work on the development of hydrogen engines for motorcycles.

  • Kawasaki and Toyota penned a deal to develop hydrogen engines.
  • Toyota recently launched the Toyota Mirai, the world’s first hydrogen fuel cell car. 

While Kawasaki is known to be active in developing sustainable alternatives to the ICE, the new alliance with Toyota just took the effort a step further.

Despite already being in advanced stages in terms of hydrogen technology, Kawasaki wants the new deal with Toyota to help speed up the process.

Furthermore, Toyota recently launched the Toyota Mirai, the world’s first commercially available hydrogen fuel cell car, for which more than 2,600 examples have already been sold globally.

 According to reports, the two parties agreed on the deal earlier this month, with Toyota President Akio Toyoda driving a hydrogen-powered Kawasaki ATV at the Twin Ring Motegi. 

Team Green already showcased its first electric and hybrid motorcycle recently at Suzuka 8 Hours. That said, the official unveiling will happen soon.

 

  • Kami telah menunjukkan bagaimana sebuah enjin empat lejang berfungsi, kini, tiba masanya pula untuk memahami bagaimana sebuah enjin dua lejang berfungsi.
  • Pengeluarannya telah dihentikan namun masih ada banyak lagi enjin sebegini di atas jalan raya mahu pun dalam pertandingan atau perlumbaan.
  • Sebuah enjin dua lejang adalah sebuah enjin yang ringkas dan oleh kerana itu ianya lebih ringan.

(more…)

  • We’ve shown how a four-stroke engine works, now it’s the two-stroke’s turn.

  • Production has been phased out but there are still many on the roads and in competition.

  • A two-stroke is simple hence lighter in weight.

We’ve covered how a four-stroke engine works and even took a peek inside the combustion chamber of one previously (click here for the article and here for the video), so it’s only right that we show how a two-stroke works this time.

While production of new two-strokes has been fully phased out, there are still many on the road and in competition. Fans this engine format love the simplicity, light weight and most of all, the power.

A two-stroke performs all the necessary functions of intake, compression, power and exhaust in one up-stroke and one down-stroke of the piston, within one complete 360o revolution of the crankshaft (1 RPM). A four-stroke, on the other hand, completes all four tasks on each separate stroke in 720o revolution of the crankshaft (2 RPM). This means the two-stroke produces twice the power stroke of a four-stroke in every 2 RPM.

Consequently, a two-stroke is twice as powerful as a four-stroke of the same capacity. In theory, anyway.

Let’s watch the video below:

As you can see, a two-stroke engine does not utilise poppet valves like in a four-stroke. That means it doesn’t require a cam chain or belt, camshafts, buckets, shims, springs, etc. in addition to the valves. That equals simplicity and weight savings.

The type seen in the video is the simplest variety, which uses the crankcase and underside of the piston as charge pumps. As such, this arrangement is called a “crankcase-scavenged two-stroke.”

When the piston rises on compression, the bottom of the piston creates a partial vacuum in the crankcase. The piston uncovers the intake port on the cylinder wall and the combustion mixture rushes in to fill the crankcase.

As the piston nears top dead centre (TDC), the sparkplug fires and combusts the mixture. The pressure of the combustion drives the piston back down, transferring the energy to the crankshaft.

On its way back down, the piston now uncovers the exhaust port, allowing the burned gasses to exit the combustion chamber. The piston also compresses the mixture in the crankcase simultaneously.

As the piston travels further downwards it starts to uncover the transfer port. The pressure created by the piston pushes the charge (combustion mixture) into the combustion chamber via the transfer port.

The process then repeats, with the piston first closing the transfer port.

Because the charge is constantly pumped through the crankcase, this makes it impractical to lubricate the crank and piston using pumped oil circulation like a in a four-stroke. The lubrication had to be therefore premixed i.e. lubricating oil mixed with the fuel or injected into the crank bearings with a metering pump such as Yamaha’s Autolube system. Yes, this is the 2T oil you and I are familiar with.

One more thing! Keeping the throttle closed while the engine is revving high will kill it. The oil pump is actually attached to the throttle, which means no 2T gets through when its closed. That’s why the 2T is mixed directly to the fuel, but this may cause sparkplug fouling, on the other hand.

Because the oil is mixed with the fuel, very little of the oil is actually combusted. This leads to the oil being ejected into the atmosphere, hence the pollution. Additionally, some of the fresh charge (unburned fuel) gets mixed with the exhaust gases and escapes through the exhaust. This is why you’d see two strokes having a sheen of black oily goo surrounding the exhaust header and exhaust pipe’s tip.

This is why two-strokes are phased out. There have been many developments over the years to make two-strokes cleaner but they have yet to be made practical for motorcycles.

One last thing: If a two-stroke is supposed to be twice as powerful, why are the 500cc two-strokes slower than 1000cc four-stroke bikes in MotoGP?

Running the engines on a dyno to produce high power output is one thing, but it’s another in real-life applications. A four-strokes generally spread their power throughout a wider range in the powerband but a two-stroke’s powerband is usually limited to a very small range, hence called “peaky.”

For a rider, a wider powerband means he could use it to exit corners easier. This translates to better lap times and higher top speeds, since he could open the throttle earlier. Well, this is just part of the story. There are many other aspects in play, also. We’ll save that for another article, so stay tuned!

Kami telah menyiarkan sebuah artikel sebelum ini mengenai bagaimana sebuah enjin empat lejang berfungsi.
Kita kini sudah memahami bagaimana gasnya bergerak, tetapi apa kata kita lihat dengan sendiri bagaimana ia berlaku.
Video yang dipaparkan di bawah adalah hak cipta terpelihara Smarter Every Day.

(more…)

  • We published an article earlier about how a four-stroke engine works.

  • We understand how the gas flows but what if we could look inside?

  • Video below is copyright of Smarter Every Day.

Remember our earlier post on the basic working principles of a four-stroke engine? (Click on the link below to read more.)

How Does a Four-Stroke Engine Work

We came across this nugget of a video while scouring through the thick web surrounding YouTube videos and thought it’ll be interesting to share with our Bikes Republic followers.

Destin Sandlin, the owner of the YouTube channel SmarterEveryDay (SED) had heard about some guys – Phil, Mike and Everett – who created a transparent engine head cover and visited them to truly see what actually goes on in the combustion chamber of an internal combustion engine.

The builders took a 1920’s Briggs & Stratton side-valve engine and replaced the stock head with a thick perspex cover. Destin then shot the action at 20,000 frames per second.

Let’s watch the video below:

The video clearly shows the four distinct strokes of a four-stroke: Intake, compression, power and exhaust. But what’s really apparent are the movements of the fuel/air mixture, combustion flame propagation and exhaust gas evacuation.

Remember that we also spoke about the spark being introduced before the piston actually arrives at TDC (top dead centre – where the piston is at its highest point in the cylinder) during the compression stroke? Well, you could see that here too.

A guide to understanding multi-cylinder vs V-twin engine types, and perhaps answering the age old debate of which is best.

(more…)

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