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6:12 .. You should know that changing direction is also 'acceleration. So if you're driving down the road at a constant speed-- and then you TURN THE WHEEL-- that is also 'acceleration. Of coarse, it's still because of a change of speed-- being that you were going zero mph to the left, and now when you turn the wheel, you accelerate in that direction. Although it's also more complicated than that with angular momentum and inertia, ect. ect.. The point is that turning direction in a car is also acceleration, even if you are going the same speed-- most people don't realize that.
Great Video, well explained. Bravo. Our Planet Earth rotates at about 1600 KPH. To us standing on Earth, we cannot "Feel" that speed, as you said, it is constant, so no acceleration. If some calamity happens and the Earth slows to say, 1000 KPH, do you think we would Feel that slowing? Or would gravity nullify any difference? Would slowing our rotation decrease our gravity on the Earths surface, so would we get lighter, perhaps lift heavier objects etc? Ala Superman. Maybe a future video?
@@kramrollin69 Have you ever experienced an earthquake? i.e. when the tectonic plate you were on was suddenly jerked in another fashion/dimension than you are used to? If yes: which was worse, the lateral or the longitudinal force? if no: do you still think the same?
@@mrvulcan Earthquake to Mag 4, yes. Interesting feeling, not near the epicenter, so no real movement, except the sensation. Rattling windows, deep rumble etc all quite exciting really. Experiencing the power of the Planet. Hear/feel tremors quite often where I live.
My 1981 Honda CB400T was a 360° parallel twin with a balancer shaft. Even though the engine was used as a stressed member of the frame (no rubber engine mounts) my friends who owned 4-cylinder bikes marveled at how much smoother my Honda was. My college roommate had a 1980 Yamaha XS 400 with the 180° engine, and that thing vibrated hard enough to make women sitting in cars in the next lane moan.
Fun fact for ya Honda 350/360 twins are a 180 crank, Honda 200/175 are 360 cranks. And the frame you have is called a diamond frame… I’m an old Honda nerd.
Just tossing this in since you mentioned a Yamaha XS. I briefly had a 1972 XS-650 (technically an XS2) with a 360-degree crank. That thing felt like the seat was bolted to the piston crown. I couldn't even believe that such an outrageous buzz bomb exists. I went back to my Kawasaki triple 2-stroke, and it was like gliding on a hover machine from the future.
There are factual errors in this video. Exhaust note is determined by the interval between exhaust pulses as they arrive at the exhaust outlet, which is determined by the spacing of the exhaust pulses as they arrive at the final collector, which is independent of cylinder firing interval. Any engine with x cylinders can be made to sound like any other engine with x cylinders by manipulating exhaust runner lengths. You only run into problems doing this (ignoring tuning for ultimate power) when 1 runner is so short that back pressure goes through the roof. Ever wondered why 4 cylinder Subaru engines, which have an even firing interval, often sound like they are running on 3 cylinders? Unequal header lengths from the factory. Peak power and torque rpm are determined by determined by cam/intake/exhaust tuning and to a lesser extent peak piston speed/bore/stroke/rod length. It has nothing to do with firing interval. Also, if the 90 degree or 180 degree twins were invented today, they would be all the rage. 270 degree engines are popular because they are a newer design, they are cheap to manufacture and sound pleasing (to most people) with an exhaust which is also cheap and easy to manufacture. Yamaha writes technical papers and media releases extolling the "virtues" of 270 degree engines and brainless journalists and influencers lap it up. Consumers have poor technical knowledge and/or are incapable of independent thought and buy what they are told to buy. Other manufacturers see how many of these bikes with cheap engines Yamaha is selling and follow suit. As for low cost of manufacture being a virtue, is the new 270 degree V-Strom cheaper than the old 90 degree V-Strom, or is Suzuki just making more profit?
As my kids ( btw they're all in there 20's and ride motorbikes) would say you're a Don. That's the most coherent description I have ever come across in 60 years. I'm in your debt Don "driving for answers" Corleone.
New sub here! When I went from a Harley Sportster to a Triumph Bonneville in 2008 the lack of vibration was odd and almost creepy. It felt "dead". But I soon became accustomed to that proper English Twin's smoothness. You can actually keep a glass of wine on the bike as it runs. Now, when I jump on a Sportster it feels like a paint shaker. (FWIW I still like both bikes - very much) When Bonnies went to 270 degrees they lost the authentic sound and feel of the classic parallel twin. They sound good, true - but nothing like the old, even-firing P-twins.
Your Triumph engine has not just 1 but 2 counter balance shafts. I agree that a genuine Bonneville needs to have a 360 crank. That's the reason for the feel, sound, and characteristics of the engine. Making it 270 changes all of that.
Great video. Well done and very informative! Totally agree with the effect recovery gap has on performance. Great example is 250 4-cycle single short track bikes with a 720 degree recovery gap perform better than 250 2-cycles bikes with a 360 degree recovery gap. There are other factors as well but this one definitely plays role. I do however have to take exception to your statement about why Harleys were for so many years dominate in flat track racing since a lot of the British bikes were 500cc singles which would have a 720 degree recovery gap. The fact that the rules at that time allowed a displacement of 750cc for side valve bikes (Harleys) verses 500cc for OHV bikes (everybody else on British bikes). That was the by far the biggest factor.
Wow, this video was extremely informative and easy to understand! I've casually studied engine technology for many years, and this video was some of the "cream of the crop"! Thank you so much! I learned a lot from this. :)
Not being a mechanical engineer or even a mechanic I never imagined there were so many things to consider when making an engine, this is a full and clear explanation but I will have to see it again at least twice so I can get it. Thanks for uploading.
Didn't think I would watch the entire piece, not only watched it but thoroughly enjoyed it, all made sense and was presented in a very interesting way using diagram-graph-description to great effect! Superb piece, thank you.
The first production 270 degree parallel twin engines were in Yamaha TDM 850 4tx and TRX850. I think around '98 Had the TDM 4tx almost 20 yrs ago and that was great bike and great engine.
I am a big fan of the 90/270 or 83/277 engine. I had an XS2 and I wouldn’t change a thing on it. The 360 was like music in how it breathes and the original camshaft. A twitch of the wrist and it was at 7500 rpm’s with a very pleasant sound. In 1973 the EPA required a cam change that really did away with the sound. As the bikes went on, they were still great bikes. And you could get them everywhere I got reintrested in bikes again and I found an 83 Special that was badly neglected and I got it cheap. I pulled the engine and had it bored to a 750 with new sleeves and the guy talked me into rephrasing it. Originally you could buy a pin with offset splines, but it became common to just split the crank and have it pressed back together 3 splines forward on one cylinder for a 83/277 order. I wanted a cam like the XS2 but cut and welded of course to the new order. I also changed it to points and centrifugal advance. I had already ported it by the time everything got back and it went back together nicely, an oil cooler new clutch and tires, a bobber mod for the frame rebuilt the forks and new springs. Fired right up just a kick start and removed and capped the starter hole. Painted it. It turned out beautifully. The cool thing about it is that it wound without effort to 8500 rpm’s and it sounded like a V8! Man it was a good bike. I lost my vision and had to give up driving and riding, but that was the neatest bike I ever had. I sold it for 3 times what I had in it if you don’t count my own labor. I would recommend a 70s to 80s Yamaha XS 650. If you love working on bikes there are few vintage bikes that are so rewarding!
Great explanation! There is one Honda engine which came 360 and 180 versions, the 125 Twin. Never knew why, but obviously they chose 180 for the 12K redline full-power one, and now I understood their thoughts. We have one T2 from 1981 here, and it is incredibly fast...
It was very entertaining, as a owner of a tractor with a 180 inline twin and a engineer student I really appreciated the engineering aspect of those engines
Thank you! I love my Ninja 300 With a 180 design 2-banger as it's smooth, fuel efficient and plenty peppy with its performance upgrades including flame-spitting full exhaust. (Sounds like a CH-47 Chinook Helicopter at certain RPMs!) I was almost ready to write-off the new Yamaha R7 as it 'only' has 2 cylinders, and less hp than an equivelant-sized 4cyl... That is until I HEARD it with a performance exhaust. It sounds so friggin good! I never did like the sound of a V-twin, but that Yamaha 270 degree parallel-twin (with performance exhaust) sound will rip a smile from your face! (same engine as an MT07). The 270 degree with less restrictive exhaust sounds rambunctiously deep and yet sophisticated at the same time. Torquey and fuel efficient too.
@@d4a Basically, both the primary and secondary balance make the motor jerk from top to bottom, so does an I3 motor have both a perfect primary and secondary balance?
You have done a great explanation of each configuration. Its nice to see the theory linked with the real world effects for riders. Is a credit to you, Well done. It would be interesting to see and hear your perspective on the different "V" / "L" / boxer twins and the respective comparisons of each in the same detail. Keep up the good work!
I love my bike even more after watching this. Thank you for this detailed yet simple explanation for me, maybe for us who have no engineering background.
Great video! I recently tried to read an article on this subject, but ended up a bit lost. This video explained the subject in a way that I easily understood the advantages and disadvantages of the three firing systems. Excellent. Thank you.
I am a mechanical Engineer and loved your explanation of the various elements of the motorcycle engine balance. And I loved that you used the Yamaha TX500 (which I previously owned - 1974?) or XS500 too as an example of a 180deg twin. It had a double engine speed , counter rotating "Omni Phase balancing shaft" and it was ok until about 6500 rpm then it became a bit buzzy on the bars. Perhaps the chain had stretched a little? It seemed very advanced in engine design for its time - DOHC, 8 valve with buckets and shims for adjusting the "tappets", twin carbs, etc. Thanks again. Subscribed :) BTW I now have a RE 650 Interceptor (270) and an R1200RT (180 Boxer)!!
Fantastic job of explaining a fairly complex topic and making it understandable to the average Joe. And your delivery is amazing. How on earth can you speak so quickly and smoothly whilst still being able to breathe? You have truly mastered the English language and your accent is hardly noticeable. Cheers.
Nice video! Well done. The general idea of force acting on the piston as it changes direction is correct (obvious). Also, the function of the force over revolutions shaped like a sine wave makes sense, albeit only for an infinitely long connecting rod. The rate of speed (acceleration) is a function of the crank angle and is highest, when the con rod forms a 90° angle with the line between crank pin and crankshaft centre. That means that in short(er) stroke engines the highest acceleration (downward) is found around 30° either side of TDC.
For a piano tuner you surely know a lot about engines. Thank you for an extremely informative and interesting explanation of these different (mainly) motorcycle twin piston engines. I thoroughly enjoyed this one.
You're the best engineering channel ever. I've been searching a channel like yours for years. I was wondering if you can do a video explaining which engine layout makes more power and why
Wow, I have been building racing engines (mostly V8s and V12s ) for 20 years, and have read many volumes on explaining this subject, but you just hit the nail on the head. Thank you!
Love the channel! I know you get many requests but I'm interested in seeing an explanation of wrist pin offset in pistons. Excellent content in all your videos!
The 90-degree V-twin with 270-degree firing balances out perfectly. The Honda CX-500 was actually made with 80-degree V, just to retain some vibration... I had a GL-500I for eight years, great bike, and at 80 mph the vibration was noticeable though mild. But then, many years earlier, when I hopped off a Puch 150cc single-popper 2-stroke scooter onto a '56 500cc Triumph Tiger 100, the ride was smooth like a Cadillac's :-) The sound of an old British twin still turns me on...
Great video, I was always wondering what was going on inside a parallel twin engine when I owned one. I hadn't put much thought into it and figured the 360 design would make the most sense. Turns out it was most likely a 180 design and i had no idea. Lots more interesting ideas to think about here, i've gone from not knowing what secondary forces are, to being half way down the worm hole now after watching videos here. I'm still thinking over the secondary forces pointing up thing.
SO.... The THUMP THUMP......THUMP THUMP....... THUMP THUMP (or "POTATO POTATO POTATO") of the Harley V-Twin in was actually the BETTER Twin engineering!!?? 😳😎 I'm almost 60, and a Retired Auto Mechanic and Engine Builder. You are about a THIRD of my Age, yet I've learned MORE from you about advanced Automotive engineering, Physics and Engine performance, than I had in my entire Career!!! My Hat's off to you Sir. You are a very intelligent young Man!! 👌👍👍👏👏👏👏
Thank you for the kind words. Harleys aren't 90 degrees in the V so they don't have some of the benefits of a 90 V but they obviously do have the uneven firing interval. Although it does have advantages for traction it of course isn't a free lunch and increases vibrations which presents some challenges in its own right. P.s. I'm more than half your age. 33 to be exact. The camera lies 😂
@@d4a Thank you for taking the time to respond!! I forgot that the HD Twin was not 90 Degrees. We argue in the U.S. about that... Some say 60° some say 70°... A few even say 75°. V separation in that Engine isn't usually the top talking point. ISN'T the Ducati a true 90? ..... You did look considerably younger!! Not a bad thing. LOL 😆
Yes, as far as I know almost all Ducatis are a 90 degree V. I'm not super familiar with Harley but they have a few different ones? Panhead, shovelhead, is it all the same degree?
I bought 400 dollars worth of shib, held for an hour, became convinced it was a scam and sold for 300 dollars. The day before VB rugged the market, that investment would have been worth 6.6 million gbp
Wow! Amazing presentation, so much knowledge transmitted so clearly. Now I understand how my 1980s Honda rebel and my new RE Interceptor feel so different. Thank you for the video!
Very good video. Thank you so much for the effort. And I understand now better why my 90 ° V-Twin runs so smooth without any balancing shaft involved. You mentioned at the end that the 270 ° crank engine makes more torque lower down the rev range. Something I would agree from experience. But why has the crank configuration such an great influence on the cylinder filling at certain rpm`s?
A good explanation. When I was in my early teens and British bikes ruled the world parallel twin was virtually always a 360 degree twin. Inline twins were likely to be 180 degree. However as in reality there's no difference other than crank and firing order parallel twin has become the default term used for side by side cylinder twins.
The TRX850 started as a 270 (the first). The TDM shared many parts, but was 360 92'-95'. Became 270 in 96'. The current ninja 650 is 270, not 360 as stated in the video
@@jasonwallace1793 Thanks for bringing the TRX up. This was the bike that was on the tip of my tongue... or my fingers. However, pease keep in mind that the TRX (engine) was a derivative of TDM. Yes, the 270 crank engine was fitted first to the trellis framed TRX , but if my memories of publications serve me correctly, this was done largely due to marketing purposes.
Thank you. I watched this twice. I wanted the physics & also the ride perspective, industry motivations. I have been reading up a minute but got it all this time. Great job!
People who are very smart and have the highest understanding of a complex subject, are the best at explaining a complex jubject in a simple and easy to understand way. This guy made this complicated thing very simple to understand. You still have to really pay attention and concentrate in order to get it.
HI Driving 4 Answers - excellent presentation! Your engineering explanations are good for people to learn more and to understand the reasoning that led to these designs. It is also a good refresher for older engineers (like me) and a powerful motivational tool for younger kids to explore the "meaning and working of things". Thank you for all your research, time and effort you invest in these educational videos. Ciao, L.
Now it would be interesting to have the same discussion for a 90°-twin (Ducati) and a 3-cylinder (Triumph Speed Triple to see how they fare in comparison, better or worse.
Excellent video as always. As a request, could you make a video comparing a turbo to a super charger by listing all the pros and cons of both with real world examples of what application suits each better?
awsome explenations! It's so exciting to go deep into the engine physics and to understand the principles. Just mentioning that in a 360 turn of the cranck, just the suction stroke generates a pulling forces on the piston pin. all 3 other strokes generate push forces on the pin, so the pin is not suffering a constant direction changes, just from suction to compression transition... this is a fact that even mechanics don't aware of...
This guy is the best TH-camr when it comes to mechanical engineering by a long shot. Thank you! One question though: what are the upsides of a 90 degree twin vs 270 degree parallel twin?
Thank you 😊 A 90 degree v-twin can achieve perfect primary balance using the counterweight whereas no parallel twin can achieve a perfect primary balance.
That's because it's using a massive counterweight on the crank to smooth the primary imbalance, also why its redline is very low and it doesn't produce much power. It's basically a retro engine with a dash of modern tech to make it easier to live with than a Kawasaki or Triumph from the 60s. BMW used it on the F800 for a different reason, BMW used it because a 360 parallel twin perfectly emulates the feel and sound of a boxer twin, much like the 270 twin perfectly emulates the feel and sound of a 90 degree v twin.
@@_sneer_ the first gen pre-1996 tdm850 had the 180° engine The 1996+ tdm850-900 and trx850 had the 270° You are right about TRX, I thought it had the engine of the first tdm850
@@wakeawaken430 yeah, Yamaha wanted to mimic Ducati 900ss sound so they changed the engine in TRX to 270. I agree that they sound beautifully. Arguably, the Yamaha was a better bike but I had a Ducati myself.
A good vid. I wonder if you could go into the reputed advantages of the "perfect" 2:1 Rod-Length/Stroke ratio for which the Breganze Laverdas were so well known during the Seventies. I had a Laverda 3C and it is my very favorite bike of the 24 motorcycles I've owned. It was my only transportation at the time, and I just couldn't get routine maintenance parts from my local dealer in Berkeley, TT Motors, so I sold it to get a BMW R80-ST. I wouldn't go downward in quality, so it had to be BMW, but I always missed my big Laverda. The big Lav was very comfortable on the freeway, and an absolute torque monster with perfect gearing. Years later I bought a Hinkley Triumph Trident (with the 85 hp motor) and it had too much torque. Riding around town, and even in the hills, I always shifted past second gear as it felt redundant.
Really awesome explanation. I started watching for MR2 content as I have one too but now the channel is one of the best educational channels on YT, up there with Engineering Explained. Thanks for all the research you must put into these videos and effort making diagrams!
This channel is becoming a crash course for automotive dummies (Great Job, Good Legacy). But i couldn't find videos of fuel mapping and it's relationship to engine upgrades. Like when installing any kind of forced induction or increasing the bore with bigger pistons. It's just a suggestion. Thank you.
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6:12 .. You should know that changing direction is also 'acceleration. So if you're driving down the road at a constant speed-- and then you TURN THE WHEEL-- that is also 'acceleration. Of coarse, it's still because of a change of speed-- being that you were going zero mph to the left, and now when you turn the wheel, you accelerate in that direction. Although it's also more complicated than that with angular momentum and inertia, ect. ect.. The point is that turning direction in a car is also acceleration, even if you are going the same speed-- most people don't realize that.
Great Video, well explained. Bravo. Our Planet Earth rotates at about 1600 KPH. To us standing on Earth, we cannot "Feel" that speed, as you said, it is constant, so no acceleration. If some calamity happens and the Earth slows to say, 1000 KPH, do you think we would Feel that slowing? Or would gravity nullify any difference? Would slowing our rotation decrease our gravity on the Earths surface, so would we get lighter, perhaps lift heavier objects etc? Ala Superman. Maybe a future video?
@@kramrollin69 Have you ever experienced an earthquake?
i.e. when the tectonic plate you were on was suddenly jerked in another fashion/dimension than you are used to?
If yes: which was worse, the lateral or the longitudinal force?
if no: do you still think the same?
@@calholli Skip to 3 minutes later in the video.
(I made the same mistake, maybe driving 4 answers forgoes this mistake in future videos?
@@mrvulcan Earthquake to Mag 4, yes. Interesting feeling, not near the epicenter, so no real movement, except the sensation. Rattling windows, deep rumble etc all quite exciting really. Experiencing the power of the Planet. Hear/feel tremors quite often where I live.
My 1981 Honda CB400T was a 360° parallel twin with a balancer shaft. Even though the engine was used as a stressed member of the frame (no rubber engine mounts) my friends who owned 4-cylinder bikes marveled at how much smoother my Honda was. My college roommate had a 1980 Yamaha XS 400 with the 180° engine, and that thing vibrated hard enough to make women sitting in cars in the next lane moan.
Damn
I want a Yamaha XS400 now. My TRX850 was a heaven for ladies already.
Love moaning women 😅😂🤣
Fun fact for ya
Honda 350/360 twins are a 180 crank, Honda 200/175 are 360 cranks.
And the frame you have is called a diamond frame… I’m an old Honda nerd.
Just tossing this in since you mentioned a Yamaha XS. I briefly had a 1972 XS-650 (technically an XS2) with a 360-degree crank. That thing felt like the seat was bolted to the piston crown. I couldn't even believe that such an outrageous buzz bomb exists. I went back to my Kawasaki triple 2-stroke, and it was like gliding on a hover machine from the future.
Probably the most articulate presentation on TH-cam - not a single wasted word - a flawless presentation of a stream of quite challenging concepts
There are factual errors in this video. Exhaust note is determined by the interval between exhaust pulses as they arrive at the exhaust outlet, which is determined by the spacing of the exhaust pulses as they arrive at the final collector, which is independent of cylinder firing interval. Any engine with x cylinders can be made to sound like any other engine with x cylinders by manipulating exhaust runner lengths. You only run into problems doing this (ignoring tuning for ultimate power) when 1 runner is so short that back pressure goes through the roof. Ever wondered why 4 cylinder Subaru engines, which have an even firing interval, often sound like they are running on 3 cylinders? Unequal header lengths from the factory.
Peak power and torque rpm are determined by determined by cam/intake/exhaust tuning and to a lesser extent peak piston speed/bore/stroke/rod length. It has nothing to do with firing interval.
Also, if the 90 degree or 180 degree twins were invented today, they would be all the rage. 270 degree engines are popular because they are a newer design, they are cheap to manufacture and sound pleasing (to most people) with an exhaust which is also cheap and easy to manufacture. Yamaha writes technical papers and media releases extolling the "virtues" of 270 degree engines and brainless journalists and influencers lap it up. Consumers have poor technical knowledge and/or are incapable of independent thought and buy what they are told to buy. Other manufacturers see how many of these bikes with cheap engines Yamaha is selling and follow suit.
As for low cost of manufacture being a virtue, is the new 270 degree V-Strom cheaper than the old 90 degree V-Strom, or is Suzuki just making more profit?
inline twins are the one of most desireable discussion which I would like to hear on this chanel. Thank you so much, that was highly appreciated
Heavy butt subtle innuendo detected.
Extra-amusing if not intended.
Hey, wait a moment, I think I prefer small-angle V-twins.
Looking for a joke about twins and this is almost it
I appreciate how you've grown into covering engineering aspects of these things that fascinate us to no end. Cheers!
And here I thought originally that a inline 2 was only in a 360 format for a 4 stroke engine. We love you sharing your vast engine knowledge with us!
As my kids ( btw they're all in there 20's and ride motorbikes) would say you're a Don. That's the most coherent description I have ever come across in 60 years. I'm in your debt Don "driving for answers" Corleone.
Try to imagine that teachers at school would explain physics and maths concepts this way. Everybody will be clever. Amazing
New sub here!
When I went from a Harley Sportster to a Triumph Bonneville in 2008 the lack of vibration was odd and almost creepy. It felt "dead". But I soon became accustomed to that proper English Twin's smoothness. You can actually keep a glass of wine on the bike as it runs. Now, when I jump on a Sportster it feels like a paint shaker. (FWIW I still like both bikes - very much)
When Bonnies went to 270 degrees they lost the authentic sound and feel of the classic parallel twin. They sound good, true - but nothing like the old, even-firing P-twins.
Your Triumph engine has not just 1 but 2 counter balance shafts. I agree that a genuine Bonneville needs to have a 360 crank. That's the reason for the feel, sound, and characteristics of the engine. Making it 270 changes all of that.
As someone who rides a japanese 360 twin (CB450), I definitely understand you lol.
Great video. Well done and very informative! Totally agree with the effect recovery gap has on performance. Great example is 250 4-cycle single short track bikes with a 720 degree recovery gap perform better than 250 2-cycles bikes with a 360 degree recovery gap. There are other factors as well but this one definitely plays role. I do however have to take exception to your statement about why Harleys were for so many years dominate in flat track racing since a lot of the British bikes were 500cc singles which would have a 720 degree recovery gap. The fact that the rules at that time allowed a displacement of 750cc for side valve bikes (Harleys) verses 500cc for OHV bikes (everybody else on British bikes). That was the by far the biggest factor.
Wow, this video was extremely informative and easy to understand! I've casually studied engine technology for many years, and this video was some of the "cream of the crop"! Thank you so much! I learned a lot from this. :)
Not being a mechanical engineer or even a mechanic I never imagined there were so many things to consider when making an engine, this is a full and clear explanation but I will have to see it again at least twice so I can get it. Thanks for uploading.
The best channel I know to get really a more in-depth explanation of how engines work.
I've never known anyone who explains mechanics as well as you do! Thank you so much!
That's amazing!
I've always marveled at the engineering that goes into motorcycle engines.
After 35 years of riding I will be not even close to explaining the way you have..... great video. Great animation 👌
Didn't think I would watch the entire piece, not only watched it but thoroughly enjoyed it, all made sense and was presented in a very interesting way using diagram-graph-description to great effect! Superb piece, thank you.
As always, a very in-depth explanation and yet a very accessible one! very good job and thank you!
The first production 270 degree parallel twin engines were in Yamaha TDM 850 4tx and TRX850. I think around '98
Had the TDM 4tx almost 20 yrs ago and that was great bike and great engine.
TRX 850 1996 was the first in production. Nice bike. Donated it to a friend to revive it, recently.
@@constantinosschinas4503 TDM 850 4tx from `96 too
I feel like I just went to university for an entire semester. Wow - incredible info - thanks for taking the time to teach us this.
Cant beat the sound of a 360 twin😍😍
My dad has an F700GS which have the same 800cc parallel twin with the F800 and I have to agree I love the its smooth deep growl.
I am a big fan of the 90/270 or 83/277 engine. I had an XS2 and I wouldn’t change a thing on it. The 360 was like music in how it breathes and the original camshaft. A twitch of the wrist and it was at 7500 rpm’s with a very pleasant sound. In 1973 the EPA required a cam change that really did away with the sound. As the bikes went on, they were still great bikes. And you could get them everywhere I got reintrested in bikes again and I found an 83 Special that was badly neglected and I got it cheap. I pulled the engine and had it bored to a 750 with new sleeves and the guy talked me into rephrasing it. Originally you could buy a pin with offset splines, but it became common to just split the crank and have it pressed back together 3 splines forward on one cylinder for a 83/277 order. I wanted a cam like the XS2 but cut and welded of course to the new order. I also changed it to points and centrifugal advance. I had already ported it by the time everything got back and it went back together nicely, an oil cooler new clutch and tires, a bobber mod for the frame rebuilt the forks and new springs. Fired right up just a kick start and removed and capped the starter hole. Painted it. It turned out beautifully. The cool thing about it is that it wound without effort to 8500 rpm’s and it sounded like a V8! Man it was a good bike. I lost my vision and had to give up driving and riding, but that was the neatest bike I ever had. I sold it for 3 times what I had in it if you don’t count my own labor. I would recommend a 70s to 80s Yamaha XS 650. If you love working on bikes there are few vintage bikes that are so rewarding!
Yeah you can, just rotate one piston by 180 degrees 😂
@@DoMeASolid nahhhhhhh 360twin gang 🤙🤙
@@DoMeASolidshut it
Great explanation! There is one Honda engine which came 360 and 180 versions, the 125 Twin. Never knew why, but obviously they chose 180 for the 12K redline full-power one, and now I understood their thoughts. We have one T2 from 1981 here, and it is incredibly fast...
The CM400 Honda had a 360 degree crank.
It was very entertaining, as a owner of a tractor with a 180 inline twin and a engineer student I really appreciated the engineering aspect of those engines
YOU have an old John Deere!
@@dielauwen it's a Mc Cormick f137d
@@jeremycartier7760 I have never heard of a Mc cormick f137d. is it like a 2 cylinder farmall cub? Was it offered in the US?
@@robwhite3241 yes it's kind of a 2 cyl farmall cub, the engine is a F DD 74 but I think it was only produced and sold in France
It's probably why you never heard of it
Thank you! I love my Ninja 300 With a 180 design 2-banger as it's smooth, fuel efficient and plenty peppy with its performance upgrades including flame-spitting full exhaust. (Sounds like a CH-47 Chinook Helicopter at certain RPMs!) I was almost ready to write-off the new Yamaha R7 as it 'only' has 2 cylinders, and less hp than an equivelant-sized 4cyl... That is until I HEARD it with a performance exhaust. It sounds so friggin good! I never did like the sound of a V-twin, but that Yamaha 270 degree parallel-twin (with performance exhaust) sound will rip a smile from your face! (same engine as an MT07). The 270 degree with less restrictive exhaust sounds rambunctiously deep and yet sophisticated at the same time. Torquey and fuel efficient too.
The stick figure hitting their head on the windshield frame had me ded.
I hate keyframe animations in premiere, I was about to fix it but then it somehow ruined the whole animation so I just went "undo" and left it there 😂
@@d4a Hahaha definitely best this way!
@@d4a Basically, both the primary and secondary balance make the motor jerk from top to bottom, so does an I3 motor have both a perfect primary and secondary balance?
@@riosena350 no
@@rickc303 So why does an inline twin motor have a perfect primary balance?
You have done a great explanation of each configuration. Its nice to see the theory linked with the real world effects for riders. Is a credit to you, Well done.
It would be interesting to see and hear your perspective on the different "V" / "L" / boxer twins and the respective comparisons of each in the same detail.
Keep up the good work!
I love my bike even more after watching this. Thank you for this detailed yet simple explanation for me, maybe for us who have no engineering background.
Great video! I recently tried to read an article on this subject, but ended up a bit lost. This video explained the subject in a way that I easily understood the advantages and disadvantages of the three firing systems. Excellent. Thank you.
Thank you for clearing up the mess in my head over the different parallel twin configurations.
I am a mechanical Engineer and loved your explanation of the various elements of the motorcycle engine balance. And I loved that you used the Yamaha TX500 (which I previously owned - 1974?) or XS500 too as an example of a 180deg twin. It had a double engine speed , counter rotating "Omni Phase balancing shaft" and it was ok until about 6500 rpm then it became a bit buzzy on the bars. Perhaps the chain had stretched a little? It seemed very advanced in engine design for its time - DOHC, 8 valve with buckets and shims for adjusting the "tappets", twin carbs, etc. Thanks again. Subscribed :) BTW I now have a RE 650 Interceptor (270) and an R1200RT (180 Boxer)!!
For those who are into side by side, the speed utv is 360°
The rzr xp is 180°
The Honda talon is 270°
Don't forget the RZR Turbo, which is 270°
Fantastic job of explaining a fairly complex topic and making it understandable to the average Joe. And your delivery is amazing. How on earth can you speak so quickly and smoothly whilst still being able to breathe? You have truly mastered the English language and your accent is hardly noticeable. Cheers.
Nice video! Well done.
The general idea of force acting on the piston as it changes direction is correct (obvious). Also, the function of the force over revolutions shaped like a sine wave makes sense, albeit only for an infinitely long connecting rod.
The rate of speed (acceleration) is a function of the crank angle and is highest, when the con rod forms a 90° angle with the line between crank pin and crankshaft centre.
That means that in short(er) stroke engines the highest acceleration (downward) is found around 30° either side of TDC.
He covers this in another video, but I do not know if it was prior to this comment or in response to it!
I'm 63 years old and this video proves that you can teach old dogs new tricks! Cheers!
Those are such difficult mechanical concept that is incredible how good cane you explain it.
This may be the best explanation of this subject I've ever seen. I have a good understanding of this subject but you still astounded me.
Thank you! This is the most informative video about the inline twin engine that I've ever encountered, good job and keep at it mate.
For a piano tuner you surely know a lot about engines. Thank you for an extremely informative and interesting explanation of these different (mainly) motorcycle twin piston engines. I thoroughly enjoyed this one.
You're the best engineering channel ever. I've been searching a channel like yours for years. I was wondering if you can do a video explaining which engine layout makes more power and why
The most cylinders and the most boost make most power 😂 Thank you for your kind words
I don't even care about motorcycles (or engines) but this is so interesting and so well done, I can't stop watching these videos. Well done that man.
30 years of riding & still learning something new! Great vid 👍🏻
Wow, I have been building racing engines (mostly V8s and V12s ) for 20 years, and have read many volumes on explaining this subject, but you just hit the nail on the head. Thank you!
I absolutely LOVE these videos! Engine balance has had black mystic cloud coverage for many years! These videos have lifted that cloud! Thank You!!!
Im taking an automotive course and im also an assistant mechanic which is why you're helping me a lot
I always love how in depth your videos are
bro, I've been looking for years for an explanation for this and you managed to explain it so well.. thanks
Haha, the feeling when two cylinders are more complex than four. Love your videos, as always
You must be shown on tv for children education, just incredible !
Love the channel! I know you get many requests but I'm interested in seeing an explanation of wrist pin offset in pistons. Excellent content in all your videos!
That's a nice idea thank you
de saxe principle. Henry Ford just loved it
The 90-degree V-twin with 270-degree firing balances out perfectly. The Honda CX-500 was actually made with 80-degree V, just to retain some vibration... I had a GL-500I for eight years, great bike, and at 80 mph the vibration was noticeable though mild. But then, many years earlier, when I hopped off a Puch 150cc single-popper 2-stroke scooter onto a '56 500cc Triumph Tiger 100, the ride was smooth like a Cadillac's :-) The sound of an old British twin still turns me on...
Great video, I was always wondering what was going on inside a parallel twin engine when I owned one. I hadn't put much thought into it and figured the 360 design would make the most sense. Turns out it was most likely a 180 design and i had no idea. Lots more interesting ideas to think about here, i've gone from not knowing what secondary forces are, to being half way down the worm hole now after watching videos here. I'm still thinking over the secondary forces pointing up thing.
SO.... The THUMP THUMP......THUMP THUMP....... THUMP THUMP (or "POTATO POTATO POTATO") of the Harley V-Twin in was actually the BETTER Twin engineering!!?? 😳😎
I'm almost 60, and a Retired Auto Mechanic and Engine Builder. You are about a THIRD of my Age, yet I've learned MORE from you about advanced Automotive engineering, Physics and Engine performance, than I had in my entire Career!!!
My Hat's off to you Sir. You are a very intelligent young Man!! 👌👍👍👏👏👏👏
Thank you for the kind words. Harleys aren't 90 degrees in the V so they don't have some of the benefits of a 90 V but they obviously do have the uneven firing interval. Although it does have advantages for traction it of course isn't a free lunch and increases vibrations which presents some challenges in its own right.
P.s. I'm more than half your age. 33 to be exact. The camera lies 😂
@@d4a
Thank you for taking the time to respond!! I forgot that the HD Twin was not 90 Degrees. We argue in the U.S. about that... Some say 60° some say 70°... A few even say 75°. V separation in that Engine isn't usually the top talking point.
ISN'T the Ducati a true 90?
..... You did look considerably younger!! Not a bad thing. LOL 😆
Yes, as far as I know almost all Ducatis are a 90 degree V. I'm not super familiar with Harley but they have a few different ones? Panhead, shovelhead, is it all the same degree?
Trying to figure out what to say only one thing came to mind....
Brilliant...
Thank You
Shib army!
I bought 400 dollars worth of shib, held for an hour, became convinced it was a scam and sold for 300 dollars.
The day before VB rugged the market, that investment would have been worth 6.6 million gbp
@@Nbomber sound like you should stick to your day job...
@@theelmobad1 or, learn to make better trades.
And try note to rope while thinking about it.
Either that or just start rugging people.
PEEEEFEEEECT !!!!!!!!!!! Better then a Technical Uni lesson ! First time ever, but I began to feel already addicted !
Wow! Amazing presentation, so much knowledge transmitted so clearly. Now I understand how my 1980s Honda rebel and my new RE Interceptor feel so different. Thank you for the video!
This guy is AMAZING !!!!!
10/10.
FAULTLESS.
teleprompter
:rubbin hands together:
I can't wait for the 4cyl configs video
There will be a i4, flat 4, v4 video and also a parallel twin, vs boxer twin vs v twin in the future.
@@d4a This is one of the most UNDERRATED channels in the business man, love your content
OMG Best explanation of mechanical mass on a motorcycle engine. Sign Vintage BSA owner
Finally an engine I do actually use :D
Great show. As an gas scooter designer, and engine developer . This is an interesting show on the harmonics . Thanks!
Very good video. Thank you so much for the effort.
And I understand now better why my 90 ° V-Twin runs so smooth without any balancing shaft involved.
You mentioned at the end that the 270 ° crank engine makes more torque lower down the rev range. Something I would agree from experience. But why has the crank configuration such an great influence on the cylinder filling at certain rpm`s?
A good explanation. When I was in my early teens and British bikes ruled the world parallel twin was virtually always a 360 degree twin. Inline twins were likely to be 180 degree. However as in reality there's no difference other than crank and firing order parallel twin has become the default term used for side by side cylinder twins.
Thanks for a thorough video on parallel twin engines. Yamaha TDMs were a good examples of a switch from 360 to 270 deg crank engines.
The TRX850 started as a 270 (the first). The TDM shared many parts, but was 360 92'-95'. Became 270 in 96'.
The current ninja 650 is 270, not 360 as stated in the video
@@jasonwallace1793 Thanks for bringing the TRX up. This was the bike that was on the tip of my tongue... or my fingers.
However, pease keep in mind that the TRX (engine) was a derivative of TDM. Yes, the 270 crank engine was fitted first to the trellis framed TRX , but if my memories of publications serve me correctly, this was done largely due to marketing purposes.
Thank you. I watched this twice. I wanted the physics & also the ride perspective, industry motivations. I have been reading up a minute but got it all this time. Great job!
People who are very smart and have the highest understanding of a complex subject, are the best at explaining a complex jubject in a simple and easy to understand way.
This guy made this complicated thing very simple to understand. You still have to really pay attention and concentrate in order to get it.
teleprompter
@@brentbradley6711 He probably still wrote it himself. Nothing wrong with using a teleprompter.
@@actionjksn maybe
This is my favorite youtube channel! Love how you get the information across so effectively! Way better than university (I did 4 years of mech eng)
HI Driving 4 Answers - excellent presentation! Your engineering explanations are good for people to learn more and to understand the reasoning that led to these designs. It is also a good refresher for older engineers (like me) and a powerful motivational tool for younger kids to explore the "meaning and working of things". Thank you for all your research, time and effort you invest in these educational videos. Ciao, L.
Thanks for the great explanation that even I can understand. Your channel is best for anyone who is no mechanic but wants to learn more.
Great explanation of the different designs. It would be interesting to know the difference in actual power delivered.
Can you ekpost to 3 cylinder for distribusi power and moments inertia for grafik sinusoidal run rotasi crankshaft.
Love this channel. I am SO glad you used a *phone* to demonstrate the change in force.
I am 50 going on 12.
Now it would be interesting to have the same discussion for a 90°-twin (Ducati) and a 3-cylinder (Triumph Speed Triple to see how they fare in comparison, better or worse.
This is the best explanation of this topic I have ever seen. Great job!
Excellent video as always. As a request, could you make a video comparing a turbo to a super charger by listing all the pros and cons of both with real world examples of what application suits each better?
awsome explenations! It's so exciting to go deep into the engine physics and to understand the principles.
Just mentioning that in a 360 turn of the cranck, just the suction stroke generates a pulling forces on the piston pin.
all 3 other strokes generate push forces on the pin, so the pin is not suffering a constant direction changes, just from suction to compression
transition... this is a fact that even mechanics don't aware of...
Thank you for this, I did not expect to learn so much. I think the 180d twins sound more menacing at high revs.
Agreed. With the 270° crank you don't really feel the power. And the 360° would sound like a chainsaw.
Man, if you’re not a teacher you should be! Such an excellent explanation/demonstration of these 3 engine configurations! Thank You!
This is an excellent technical presentation and very informative - thanks!
I had a Ymaha TDM850 with the 4tx engine, 270° crank and loved it, torque noise all of it !
idk how i ended up here but now i know the difference
This guy is the best TH-camr when it comes to mechanical engineering by a long shot. Thank you!
One question though: what are the upsides of a 90 degree twin vs 270 degree parallel twin?
Thank you 😊 A 90 degree v-twin can achieve perfect primary balance using the counterweight whereas no parallel twin can achieve a perfect primary balance.
I have no use for this information, but I wish I'd come upon this channel earlier because It's just FUN to watch and learn
Brilliant as always, my favorite TH-cam channel. Even better as it’s about motorcycle engines, I have always thought two wheels is enough.
I agree with you, I always carry 2 spare wheels with me 😅✌.
Lovely explanations! On a different note, I also learned that If you're really tall and are you're driving a Porsche Boxter, wear a seatbelt!
Another great video, complex made simple!!
Thank you
Great video. You presented a lot of information but your presentation style allowed me to grasp it all.
Your the best car teacher bro 💪🏾😎
This channel is so underrated. Keep it up man, great work!
amazing video as always. and even though 360 is not so common, the w800 has a very smooth engine and its actually very nice on power delivery
That's because it's using a massive counterweight on the crank to smooth the primary imbalance, also why its redline is very low and it doesn't produce much power. It's basically a retro engine with a dash of modern tech to make it easier to live with than a Kawasaki or Triumph from the 60s. BMW used it on the F800 for a different reason, BMW used it because a 360 parallel twin perfectly emulates the feel and sound of a boxer twin, much like the 270 twin perfectly emulates the feel and sound of a 90 degree v twin.
Excellent presentation my bro ! you remind me of a gifted physics grad student that I was friends with many years ago ! Good job !
Great videos! It would be great a video explaining the differences between V4 engines and inline 4 on motorcycles.
When I saw a TH-cam notification pop up on my phone, I just smiled coz I knew there is another banger💣🤯🔥
The first modern bike with 270° engine was Yamaha TDM900, beautiful sound with after market exhaust
Not true. TRX 850 had a very similar engine a good few years earlier.
@@_sneer_ trx850 had the engine of tdm850 but it was not 270°
@@wakeawaken430 again, not true. It was 270.
@@_sneer_ the first gen pre-1996 tdm850 had the 180° engine
The 1996+ tdm850-900 and trx850 had the 270°
You are right about TRX, I thought it had the engine of the first tdm850
@@wakeawaken430 yeah, Yamaha wanted to mimic Ducati 900ss sound so they changed the engine in TRX to 270. I agree that they sound beautifully. Arguably, the Yamaha was a better bike but I had a Ducati myself.
Finally, finding good and easy explanation to understand!!!! Thank you
A good vid. I wonder if you could go into the reputed advantages of the "perfect" 2:1 Rod-Length/Stroke ratio for which the Breganze Laverdas were so well known during the Seventies. I had a Laverda 3C and it is my very favorite bike of the 24 motorcycles I've owned. It was my only transportation at the time, and I just couldn't get routine maintenance parts from my local dealer in Berkeley, TT Motors, so I sold it to get a BMW R80-ST. I wouldn't go downward in quality, so it had to be BMW, but I always missed my big Laverda. The big Lav was very comfortable on the freeway, and an absolute torque monster with perfect gearing. Years later I bought a Hinkley Triumph Trident (with the 85 hp motor) and it had too much torque. Riding around town, and even in the hills, I always shifted past second gear as it felt redundant.
Watched this twice so that it sinks in. Very nice.
Who else is here because they are dreaming of a Bonneville or Super Meteor?
What a beast! Appreciate the effort!
Really awesome explanation.
I started watching for MR2 content as I have one too but now the channel is one of the best educational channels on YT, up there with Engineering Explained.
Thanks for all the research you must put into these videos and effort making diagrams!
Great comparison, Its just missing some good sound examples of each. Hearing them, oddly, is quite telling about the pulses.
Agreed. Sound samples would have been the cherry on the cake. Excellent video though.
Yes free knowledge for the masses. Parallel twin the great compromise engine. Thank you for this video.
This channel is becoming a crash course for automotive dummies (Great Job, Good Legacy). But i couldn't find videos of fuel mapping and it's relationship to engine upgrades. Like when installing any kind of forced induction or increasing the bore with bigger pistons. It's just a suggestion. Thank you.
Poor stick man. He was forced to eat the windshield upper part when deccelerate.
RIP stickman teeth
🤣