Why do MotoGP Bikes Have 2 Exhausts?
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Pretty much every street bike already has equal length exhaust. That’s why the L-twin Panigale have the loop under the tail to equal the pipe coming from the front. It’s easier to pass emissions when the engine runs efficiently and a bi-product is more power.
On top of the hot exhaust sometimes is an issue for rider. Not that it's unsolvable but it's still painfully unnecessary compare to all bottom mounted
The Ducati 999 used different diameters for front and rear cylinders to achieve the same balance of backpressure. Two decades ago.
@@sburns2421 and it adds complexity of balancing and spare part availability. Which the point of mass produce motorcycle.
That's why almost nobody does this two decades later, including Ducati itself
@@bocahdongo7769 stupid comment. Where in the world would you use identical headers for the front and rear cylinders on an hypersport twin…
The technology is just amazing. And the sound. Awe yeah.
You can have equal length headers ending in a single silencer (but THAT would lead to more weight on race bikes because of the added complexity), this is what is done on many road bikes for the purpose of cost (the mass produced components will make this solution a better compromise). With separate exhaust of MotoGP bikes, you get the added benefit of a more streamlined setting, individual components that are easier to work on and replace when you fall. AND a big plus: if you look at the Ducatis, you will find that a valve has been placed on the upper exhaust (for the rear cylinders) to help with mid range.
Back pressure is a myth and misnomer, what you're actually talking about is resonance and exhaust scavenging.
and velocity yeah
@@J4CK0- velocity is effected by tube diameter which changes how much the exhaust pressure there is. Generally the diameter at the header ports is already the right size and is maintained just long enough to make exhaust velocity high. It's a form of exhaust scavenging.
moto3 has 2 exhaust for 1 cylinder but i guess thats more for airflow
@HeroRR So...
Interesting thing about equal length headers; they produce a similar net effect as what is considered optimal, but they're not the be-all, end-all that I originally thought they were. As it turns out, engine tuning can really be boiled down to one main concept:
Make each cylinder in an engine experience as close to the exact same conditions for every single combustion cycle.
So how do you do this? Not sure how anyone else does it, but I address each stroke/phase of the Otto Cycle independently of one another to see if I can get them as close as possible. Let's take my recent LS engine build (LR4 4.8l for those who want to know) as an example.
When building an engine, it's arguably easier to address the compression and combustion/expansion strokes first, because those are within the first parts of building an engine. So what contributes to those two strokes? Let's break it down: (and yes, I had to break it down into 4 parts because YT wouldn't let me post my giant essay... oh well.)
Compression: At this point both valves are closed. The thermodynamic and fluid-dynamic properties operating inside the cylinder have a predisposed outcome based solely on what happened during the intake stroke. So the only parts I have to worry about comes down to the piston, the cylinder wall, the head gasket, and the cylinder head/combustion chamber shape. With the piston, I have complete control over the piston I buy, which also allows me the choice of what piston rings I want to use, along with what ring gap will suit my personal interests. I set my gap based on intent of use, I file them down, and voila, my lower portion is complete. When it comes to the upper portion, I also have control over it because I can modify/shape/polish the combustion chamber as I see fit. I can also test the overall volume of each combustion chamber, and file/grind/sand/polish each one until every combustion chamber is within a certain volume and shape tolerance that I consider acceptable. I also test the thickness of the head gasket at multiple points to verify that it's going to lay as flat as possible and not potentially add excess volume to a cylinder that I can't account for.
Combustion: Utilizing portions of compression above, the main worry for me at this point is whether or not all of my spark plugs are in the exact same position between all cylinders (verifying that the strap points directly at the exhaust valve to keep it the same across all of them). If I can make that happen, then all other things being equal, I should be able to get equivalent combustion events across all of my cylinders.
Exhaust: I state this one next because funnily enough the exhaust stroke has a far greater effect on the intake stroke than vice versa (scavenging effects and all that). So what am I worried about with the exhaust specifically? 4 things: 1) exhaust gas peak pressure (in the primary tube before the collector), Exhaust gas temperature (to verify AFR), Valve lift profile cylinder-to-cylinder and exhaust gas speed (which is what feeds into calculations to determine primary tube length and diameter). Equal length headers are an ideal solution to an idealized problem. The issue is that unless an engine has an expertly crafted intake system with no compromises that allows for perfectly portioned air into each cylinder, not all cylinders are given a chance to get an equal amount of air (which really comes down to packaging and engineering compromises based on production and profit goals). If you want more information on the cam aspects of this, I'd recommend taking a look at something called a split-pattern camshaft for a V8. Now, if you have the tools, tech and know-how to address this problem, go for it. If not, then let's continue. Based on a flawed intake system that gets close enough, the best measuring technique is to build a set of zoomies off of each cylinder that are ideal in both length and diameter, with no collector. Then, I place 3 sensors in each pipe to verify the three things spoken about earlier: Pressure transducer to measure peak gas pressure, an EGT to determine gas temperature (because that directly affects gas speed in the primary) and a wideband O2 sensor to very AFR. It's expensive, but if you want it to be as bleeding-edge as possible, this is what you do. Firstly, verify both EGT's and O2 readings are as identical as possible before continuing. EGT's within 20-50F (closer is better) and O2 reading within .1-.3 (again, closer is better) across the entire RPM range, for every 5% throttle position. Once that's complete, insert the pressure transducers into the equation and find out what the differences are between cylinders. If you're using anything other than a specially made intake manifold to address this very issue, there will be variance. Some will be quite close (as seen with the vast majority of modern 4 cylinder sportbikes) while others can be drastically different. Those percentage differences can be addressed in 2 ways: 1) adjusting your exhaust primary length to match the pressure differential (% lower = lower length) or 2) change the intake cam lobe profile to suit each cylinder better. Custom-ground cams can be had for certain applications, but since this is motorcycles, coming across a custom grind is hard if not impossible in certain cases, so I'm not going to go down that road here.
My neighbor is a fabricator and built a set of equal length headers for his VMax and set them up to run through a vintage Kerker can, it sounds insane
I just so happened to be asking this question myself. Thanks for the rundown!
Loved the explanation, my dude! Keep up the good work 👍
Circa 4:00. We are way past this point. My 1290 has 4 catalytic converters in stock form, from which one is fitted in both headers. If you look at the routing of the exhaust, equal length as been sought. On a road bike.
Thank you as I always wondered this exact topic.
EXCELLENT "short" video HeroRR!!! Thumbs up!!!
This video is super interesting keep it up brother
Loving these videos ❤️
The Ducati v4 with sc project on it have equal length headers ?
Basically, Double fart tubes from a v4
The Bike has a minimum weight
So that not the Issue , they can make
Bikes lighter but no point , the biggest problem with Superbikes there to light
For normal rideing 20 to 30 Kph wind
The other day when I was out rideing
I ride a KawasakiZxr14r , I just rounded
Up the lightweight bikes that day plus
Bumpy roads , sorry 255 Kg is my
Bike , these track bikes are only good
For down for a Coffee ☕️ Strip and
Track , but let face it we ride them on
Open roads there 200 Kg is to light
If your sportsbike or superbikes or how do you called it like so quiet like it sounds like 150cc motorcycle and below and why you buy a sportsbike if you keep on following that any kinds of restrictions like its nonsense!!!!
meaning to say..v4 for motogp used straight pipe...gain max hp and sound
Meh agustus... Meh bukan ngarep meh tahun ngarep sing rugi asing kok.
Learned something new! Thanks HeroRR!
how about the new 2023 KTM RC16? the front exhaust is longer now
Team Honda. Good video bro. Question - how does the RC213V-S stack against the newer RR-R SP motor?
Like 160 horsepower... 🙄
Have you guys done a long term test? Like leaving battery in there for a year or something? Think the alternator would overcharge the battery?
Im thinking about doing this to my car to trim some weight, and I work in a motorcycle shop so I can get a high CCA battey. Would just like to know if you guys have done this?
Craig.
I think Honda RC211v has 3 exhausts..
Another great informative video. Keep up the good work my friend ✌️.
Subaru graph?
Perang mandek lho nek aku rak iso di hide Indonesia malah tambah ngeri ngretas.
I bought a 1998 5th Gen VFR800 as my second bike after watching your channel.
Thanks for the vids
Meh tahun ngarep sing rugi asing orak aku
cough cough screw emissions cough cough build your own cough
Why did the old 2 stroke, 4 cylinder 500cc motogp bikes have four exhaust pipes?
two strokes use expansion chambers for their exhaust and they need separate exhaust pipes for the tuning effect.
I wish there was a video on (motorcycle, specifically) exhaust *length* that rrrrreally gets into the math of it. There's cursory, rule-of-thumb, theory type videos, but not much on the hard numbers in it. Like, damn. We can keep up. The people that would click on that video will keep up.
I always wondered about this but also always forgot about googling this. Thank you! lol
oh interesting.
If to many exhausts...the moto gp bikes gonna be exhausted
What's up with the mesh screen over the tail pipe? Seems it would hinder exhaust flow
very well explained
Didn't really pay attention to this, but yes it does makes sense. I also never really payed attention to MotoGP though lol.
I think they just made 2 pipes the same length and called it good.
That’s good stuff !!!
Great Explanation bro 👍🏾
Hmmm interesting. Looking forward to more like it
Precise explanation!! 👍🏻
Liking these educational videos!
They didn't want 1, 3 or 4.
I think MotoGP bike not having starters is something to do with regulations and safety measures
We need a video about the M1
Just about all race bikes don’t have starters. It’s more than added weight, it’s added COMPLEXITY
the best channel
damn... anyway, I NEED a second exhaust for my VFR! :D
Thanks for the great video!
2 British pounds for a starter? That's not much for a 5 million pounds bike
I REALLY DON'T CARE ABOUT THE EMISSION STANDARDS AND ANY DIFFERENT TYPES OF RESTRICTIONS THAT ALL KINDS OF RESTRICTIONS IS A PIECE OF SH*T TO ME LIKE BULLSH*T
why are Ducati motogp bikes so ugly tho
please explain the box shape in the rear!
It’s for the ride height device but it looks like a dinosaur’s tail if you ask me 😂
Just pretend it's another attempt of Hayabusa Tail
Aerodynamics and downforce don't always look great haha
Na, you're wrong! The bike is really good looking it's just the lenovo branding that ruins the design.
It's storage space for the emergency"drag 'chute"
being a fan of MOTO GP, the GP motorcycles looks so ugly, unlike F1 cars
yeah the modern winglets are so extreme it's hard to look at sometimes. They are purpose built though which is cool.
Wooohooo. First view
HeroRR: MotoGP is all about performance!
Moto GP Teams: 😢But. 😢But.😢 But. What about the Regulations? 😭😭😭😭😭😭😭😭😭😭😭😭😭😭😭😭😭😭😭😭😭😭😭😭😭😭