Support the channel by shopping through this link: amzn.to/3RIqU0u Become a Tuning Pro: hpcdmy.co/dr4a Crossplane in 1:12 - amzn.to/2X4jYko Motivation: th-cam.com/channels/t3YSIPcvJsYbwGCDLNiIKA.html Yamaha racing history: amzn.to/38WU4le Also Yamaha: amzn.to/2XcckVm GOT2GO: amzn.to/3A0YwLV Patreon: www.patreon.com/d4a
Grow a full beard, or shave. Friends don't let friends grow creepy little pedo beards like that. That's what sleazy old guys who hang around playgrounds wear. Shave, or grow it out, or we're going to have to hold an intervention!
Honda learned this the hard way back in the late 70's early 80's when they went on a mission to dominate US flat track racing. Dominated then, and now, by Harley Davidson with the XR750 and such. It's a v-twin sport and HD with it's distinct configuration of close fire - long pause dominated. To be honest the sport is built around this engines ability to "dig" the exits unlike any other. Honda shows up and is competitive but can't win a championship with their smoother v-twins. Eventually having to scrap the new found offset pin v-twin tech and build HD like engines that were shamefully similar to HD. Having just as much trouble holding the cases together as everyone else but finally did win one year I think and then called it a day. Then promptly launched the Shadow line of Vtwins .... with offset crank pin smooth motors. I bought one in 83 loved it but it didn't have "that" sound.
I dont understand why they don´t drill holes , at 180° of where you normaly put the weight ? Giving a weight reduction VS a weight increase w/o the counterbalance shaft. @Yamaha i´m Un- employed and looking for an engineering job.. lol Grtzz from the netherlands Johny geerts
That has to be the best engineering chain-of-reasoning explanation I have *ever* heard, in 40+ years as an Engineer myself. You are to be congratulated on your clarity of understanding and ability to get the message across. Superb!
Wow, you are so right. As interesting as the topic is, I am absolutely blown away by the incredible teaching skills and chain of logic that he presents. And the animations were just perfectly synced with his diamond-crystal clear explanations. Simply could NOT get any better than this tutorial.
Yep, this has got to be in the top 10 engineering videos on TH-cam. It’s frustrating watching somebody explain something incorrectly or incompletely. If he said anything wrong (and I don’t think he did), it was well above my head.
I can only add my agreement to your words. I am a motorcyclist since 1979 (Harleys) am a trained master tech in automotive and diesel technology. This young man is a pleasure to learn from. I hope he continues to share his knowledge and insight.
damn. i don’t know shit bout flatplane or crossplane, matter of fact i don’t even know nothing bout bike engines. this video manage to make me sit on a lecture bout engines because the clarity and the visuals which made me understand it easily. now i understand why yamaha crossplane engines are loved by many. didn’t even know bout it before.
I was shocked watching 5 minutes into the video how excellent it is explained and demonstrated verbally + visually and I have NEVER experienced learning about engines like this before in my entire life!
Great explanation of the big bang 2 stroke engine. One thing you may have missed is how the two-stroke "power band" which you described as a brutal power delivery came in suddenly and made them hard to handle because the power would suddenly double or triple (for explanation purposes) when it hit a certain RPM, primarily due to the exhaust expansion chambers getting "on the pipe".
I came up through the 500 GP era and it was amazing and terrifying at the same time. The engines were on/off switches and the powerbands were quite narrow. Drivers of that era were brave indeed.
Incredible video! I already knew this and got extremely fascinated when I first found out, but this video explains the whole point of uneven firing very very well. Everybody must get it after watching.
Thank you! I watched your video on the 3 crossplane engines. I knew about the URS but I have no idea how you managed to dig up that fairbanks thing. Kudos!
It's so great to listen to a complex and accurate engineering video like this instead of yet another simplistic, poorly researched and poorly written attempt at explaining something simple to begin with done by others. You will always have my attention with every video you release. Thank you for exercising my brain instead of putting me to sleep like so many others! A++++ for you, sir!
Your explanation, presentation and delivery is out this world. I never thought I could finish this entire video coming in with just mere curiosity on the crossplane design. Your way of "teaching" is bounds and leaps ahead of what could be the greatest teaching styles most everywhere. Thank you very much!
So an inline twin has a perfect primary balance because the forces that go up are equal to the forces that go down, but an inline 3, while 1 piston is going down, 2 are going up and that is why the primary balance of an i3 is so bad, but In an I4 crossplane there are always 2 pistons going in the same direction, so an I4 crossplane should have a perfect primary and secondary balance, because the primary balance has nothing to do with the rocking couple,
I am 16 years old and i have been studying automobile since my childhood, I have learnt a lot from your videos gaining knowledge of complex concepts in simple yet detailed manner.. Thank you❤❤❤
@Ken Fullman I hope you, like me, have now binge watched virtually all of his videos. It's easy to understand that the dude knows his shit when viewed in that context.
I used to ride the twin rotor Norton Interpol and Commander bikes back in the late 80s and early 90s, which were nominally 588cc. These engines were incredibly smooth. The party piece, was to stand up a 50pence piece(an irregular 7 sided coin) on it's side and you could rev. the engine and all you'd get was just the slightest movement, but it would stay upright. No chance with a reciprocating piston engine. A twin rotor(Rotary/Wankel) engine has the same firing pulses as a 12 cylinder 4 stroke, that's why it was so smooth and sounded great. On the IOM TT course, I used to go down to first at the Gooseneck and the sound was fabulous. Oh well, memories.
I wonder how the transmissions in MotoGP bikes hold up compared to if the engines fired evenly. That's a lot of vibration transmitted through the gears and chain.
I find it crazy-borderline comedic that they wouldn't try to resolve the problem at the tire end. Considering it only occured due to a technology change there. Talk about law of diminishing returns!
I have absolutely zero questions! Incredibly comprehensive and beautifully illustrated. This is a master class in how to break down a complex engineering problem and explain it in common language. Brilliantly done.
this was a extremely well made explanation. i never though about how powerdelivery to the tire is actually in pulse form but it makes so much sense. fascinating.
You do such a great job of explaining these engineering concepts. High enough level to impart real knowledge, but in a manner low enough for a non-engineer to understand. Thank you very much.
Probably the best video I've seen in years. Very tight writing, just exactly the information necessary to get the point across without belaboring any point, plus great graphics. Very succinct delivery of the concepts and really fascinating!
I adore my Yamaha MT-10. Depending on where you are in the rev range it can sound like a V-twin, a muscle car, a V4 or a banshee trapped in an engine block. It’s not an engine, it’s an event.
@Kirk Wolfe the only exception I can think of is the 3rd gen Coyote 5.0. 7500rpm from the factory, with built blocks pushing towards 9k. With a cross-plane crank.
First video I've watched of yours and I have to say, this is one of the best videos on youtube explaining an engineering concept. Absolutely outstanding job on this! Thank you
This was the most educational video, I've seen lately (allmost ever). Finaly explains why (at the time) Ducatis were faster than Yamahas, although Yamahas had more HP (L2 vs. inline 4).
I was just thinking about the Duc's traditional 90 degree engines and what effect that would have. This may explain a bunch, going back to the mid '70s with the 900 Desmo. :-)
Unless i have lost something, ducati & aprilia are using V4 (nowhere to be found in the first diagram). And V4 is a great configuration cause it has torque everywhere. Buying a ducati V4 is expensive BUT the aprilia RSV4 and the Tuono are descent. With the "factory" package they offer if i ever go to 4 cylinders i will look there.
I have a cross plane r1, and its the best sounding and feeling engine I’ve ever experienced, I absolutely love the sound the bike makes, its such a head turner and it sounds like a v8.
Fantastic explanation. Thanks for this. I remember when the first honda big bang appeared in motogp. It was said that the other manufacturers heard it, recorded it on track, worked out the firing interval and two weeks later they all appeared with their own big bang engine.
There's a South American YT Channel that has a focus on a crossplane Fiat 147 drag car. Found it interesting, and it seems that no one knows that it exists. Definitely worth a watch.
I totally love the way you explain things. I’ve lived with learning difficulties all my life, and I find I have to watch tutorials many times over for the penny to drop. However, you explain things so clearly in a linear fashion that even I get on the first time. Thank you for your videos.
Yamaha also discovered the best amount of valves to have in a cylinder (back when every engine manufacturer was trying to beat the competition to the optimum). 3 intake and 2 exhaust turned out to be the magic number. They also turned the cylinder position around. That development resulted in a bike with greater balance characteristics.
This video is one of the most excellent engineering videos I have ever looked at ! Explanations along with the graphics ensured that everything was understood. This is a work of art ! Respect. Trinidad & Tobago.
This video was simply incredible. You asked and then answered all my questions without fail throughout the video. One of my new favorite automotive engineering channels
I had a Yamaha MT-10 few months ago (R1 derived engine). By far the most exiting bike I ever rode. Got a Yoshimura straight pipe exhaust on it. Sound was incredible.
I've seen all your content and I have to say this is one now of my favourites! Not because of a love of bikes but because of the complex and complete information given about something I had absolutely no idea has ever even happened! Thank you for consistently putting in time and effort for our knowledge and entertainment 👍
I happened to stumble on one of your videos just before heading outside to get some things done that I need to do and, out of curiosity, figured I would watch it for a couple of minutes before heading out. That was two hours ago. You bastard! What an excellent channel!
Very interesting and well presented, however I would like to add a crucial point relating to the balance shaft. This has not been added as a "revvable alternative" to additional end weights on the crank, it is actually an essential component. The only way to fully counterbalance a rocking couple is with a pair of counter-rotating identically dynamically imbalanced shafts, that together produce a precisely opposing rocking couple. The forces being balanced are in a single plane (parallel to the piston travel). Rotating weights alone also produce forces perpendicular to this plane, so any rocking couple they balance in one plane, they will add perpendicularly which obviously is not solving the problem. By adding a second counter-rotating shaft the perpendicular forces can be cancelled while the parallel forces add. In the case of the subject engine, weight is added both to the ends of the crank and the counterbalance shaft and these work together to balance the rocking couple. In the case of a cross plane 90° V8, there are two rocking couples to counter-balance which are both phased and oriented 90° apart, so effectively are a rotating couple. These can be perfectly counter-balanced with an opposing rotating couple provided only by added weight on the crank.
Colin, I think when you examine the out of balance of the cross plane, there is indeed a vertical rocking out of balance, but I would expect there is also a yaw out of balance. Both of these can typically be counteracted with a single counter-rotating, engine speed balance shaft.
@@blast3613 yes, but perhaps out of necessity with a 2 stroke, otherwise with a flat plane crank you would have pairs of cylinders firing together on every down stroke.
I’m really happy TH-cam suggested this video! I knew the separate parts of this, but had never seen it all put together before, and in a very clear manner. I’m now a subscriber.
I heard several explanations on the cross plane crank when it came out. But none were as thoroughly composed and explained in great detail as yours ! Once again, thank you so much for this Herculean effort 💪 It was extremely interesting! 👌👍✌️ ( ….But I’m gonna need to take this “class” few more times though, hope you don’t mind 😉)
I guess I just learned something I'll never need in my life but boy did I recognize the sound when it played at 16:17. It was interesting and well delivered, thanks!
This is hands down the best engineering video I've ever watched and also the best engineering related explanation I've ever seen in my life as a mechanic. Massive kudos!
A great explanation. Yamaha has always built some interesting engines. BTW, several years ago I rephased the crank in my old XS650 from the original 360 degrees to 270 degrees (well, actually 284 degrees). I don't think it goes any faster but it's smoother, sounds awesome and has more "character". People always ask me what kind of exhaust system I'm using that gives it that cool sound.
A mate told me last weekend that the R1 had a cross plane crank and I couldn’t really understand why. Your videos are always so well timed, great stuff as usual
Dealing with vibrations is the most difficult problem in mechanical engineering. As an engineering of myself, thanks for all this layman explanation that helps more people to appreciate efforts of hard working engineers. You did a great job!
When you can build a 600cc 135hp bike that revs to 15 16 thousand RPM and not grenade you got my respect guys. I was watching IOMTT fastest record lap with hickman POV the engine is screaming for mercy but hicky gives it none 4 37 mile laps like that says the engineers for bikes are some of the best as stock these bikes can go 100k miles easy with basic maintenance
Cross plane cranks are more common in exotic V8 engines. One of my favorite is the newer Ford cross plane V8 in the Mustang. IT SOUNDS AMAZING!!! I had a Yamaha R6 with a single plane in-line 4. It’s redline was 15,500rpm, 120hp from 600cc! It was very smooth but all the power was delivered after 10,500 rpm…..which made for a quite thrilling top end rush but a docile low end power delivery. Yamaha is the innovator! Nice video.
Thanks so much for this! You carried me along much like the ‘recovery gap’ principle on the tyre- just as l thought you’d lost me your clear explanation and excellent graphics saved a mental high side. Really well done 👍
What a fantastic explanation covering WHY with reference to grip and allowing a tyre to recover beyond the point where even the best rivers don't have the time to "feel it". I am not an engineer nor am I a motorcycle fan and I have no idea why "the algorithm" brought me here - but it did; and I enjoyed that as an interesting explanation of modern day engineering.
This traction advantage is very apparent with Ducati back in the day when they raced their 90* V-twin. Ducks always exited corners faster with more control caused of the power stroke and traction.
If you are talking about SBK then Ducati had displacement advantage. Ducati is behind big 4 in terms of handling. Yamaha and Suzuki sportbikes are best handling especially the Yamaha.
@@timhughes2651 desmodromic valve has one big advantage, that is literally no valve float. But one serious disadvantage is in engine braking. The aggressive nature of desmodromic valve is not best for handling
The sound pop demo is a great simulation of the FP-CP difference. It's easy to see (hear) why the sound of "halved" engines of the same crankshaft layout have a core part of their sound character from their doubled counterparts. Cross-plane V6s have a muted V12-like character. Inline-3s, 5s, and V10s all have a distinctive dual-tone sound. High-rev flat-plane I4s don't sound too far off high-rev flat-plane V8s, which themselves often sound more akin to I4s than the cross-plane sound most people associate with a V8 of nearly any displacement. A real fun software toy would be to take that sound demo, turn it into a simulator in software, and then add the ability to bolt on an exhaust system that you can lengthen or shorten, as well as bend, in real-time.
Very easy to follow and in-depth explanation without seeming to talk down OR being overly technical! Fantastic balance (pun intended) in your explanation. Also thank you for the great animations and well edited video.
Brilliant explanation. Not only did it make me understand the quirks of the Yamaha R1 engine but it helped me understand even better all the engineering challenges of the traditional inline 4 and extrapolate those of other engine configurations too. You are an outstanding teacher.
7:38 Not really-the R1's crank clearly has counterweights. Obviously the purpose of the weights is to reduce vibration, but the _way_ the weights reduce vibrations is by translating the fundamental vibration (a straight front-to-back rocking moment) into a different imbalance that is more manageable. The reason that many engines use balance shafts is because they not only have external forces or moments, but the vibration's horizontal and vertical components are different. Engine configurations that have this problem are: - Inline twins (360° has 1st and 2nd order forces and no moments, 180° has a 1st order moment and 2nd order force, 270° has 1st order forces and moments and a 2nd order moment) - Inline triples (120° even-fire has 1st and 2nd order moments and no forces, 180° flat plane has 1st and 2nd order forces but no moments, and Triumph's 90° T crank engines have 1st order forces and moments and a small 2nd order force) - Any even-firing inline engine with an odd number of cylinders (3, 5, 7, 9, _et cetera_) - Most 2-stroke even-firing inline engines with an even number of cylinders, such as the crossplane I4 (which is essentially a two-stroke I4 modified to run as a 4-stroke) - Most even-firing V twin, V6, V10, V14, and V18 engines with V angles that aren't 90° Real-world examples: - 72° V10's (with non-split crankpins) - 90° even-fire V10's (+18° split crankpins, residual primary couple is greater in the vertical direction) - 90° even-fire V6's (-30° split crankpins, residual primary couple is greater in the horizontal direction) - 60° crossplane V8's like the Caterpillar 3508 (60° V angle, also with -30° split crankpins; this may be the largest displacement piston engine ever built with split crankpins) The crossplane I4 shares the same problem as even-firing inline engines with odd cylinder counts in the sense that its primary rocking moment (that is of the most concern) has a vertical component that is much greater than the horizontal component. The crank weights "average out" the vertical and horizontal imbalances (so that the corrected imbalance's horizontal and vertical components are the same) by providing a circular imbalance of their own that is one-half of the _sum_ of the vertical and horizontal components. And now, because the corrected imbalance is approximately circular, it can then be taken care of by a counter-rotating balance shaft which provides a circular force or moment that is one-half of the _difference_ of the components. There are only two exceptions I'm aware of: - Detroit Diesel and EMD two-stroke Diesel engines: The crank weights cancel out only the horizontal portion of the imbalance and most of the vertical component is taken by two pairs of weights on the camshaft (since they are 2 stroke the crank and cams rotate at the same speed) - MAN 32/40 marine Diesel engines: The crank weights on the V engines are the same as those on the inline engines, and as a result they cancel out only half of the average imbalance. This results in the residual imbalance on the V14 and V18 engines still being greater in the vertical direction. In general, on large marine Diesel engines external forces and moments are left unchecked and the ship's structure must be designed to take these vibrations into account. Even on engines that _are_ inherently balanced, like almost all 4-stroke V12's, you'll often still see counterweights because the weights help reduce the engine's internal stresses and increase the crankshaft's torsional stiffness. The reason why 90° V engines (with with non-split crankpins, except maybe flat-plane V8's) don't need counterbalance shafts is because the primary imbalance's vertical and horizontal components are the same to begin with, so crank weights are all that are needed. The same is true, in fact, of the 60° V6's used to power so many cars and SUV's. The 60° V angle with -60° "flying arms" also makes the primary rocking moment's horizontal and vertical components nearly identical, which is why 60° (4-stroke) V6's don't need balance shafts but 90° (even-firing) V6's do. On a 60° V6, the secondary rocking moment is apparently deemed to be not significant enough to warrant further vibration reduction measures, so it is left unchecked.
@@cipher2508 The SAE have a paper discussing this matter when it comes to inline twins (where they compare 180°, 270°, and 360° crankshafts), but I couldn't find many papers that go into this much detail on engine configurations in general. Because of that, I decided to work out the maths myself. Don't bet on it but I may make an engine balance "master class" in the future where I talk about it in detail, as well as one talking about torsional vibration in piston engines.
That makes more sense than the stated explanation. Counterweights rotating at the same speed should add the same moment of inertia to the engine, regardless where they are. A balancing shaft should add even more, since the seperate shaft and the gears also add MoI.
You sir are a genius. Not only do you have perfect communication skills, meaning you never skip a beat, stutter, say ah, um, like or you know, but you English is perfect with a vocabulary much higher than most native speakers. I would follow you anywhere.
Thank you for the amazing explanation! I started riding motorbikes pretty recently and everytime I think I understood a new mechanical or technological concept related to bikes a new world of knowledge and curiositys opens before my eyes and ears to amuse me, such as this very video. You are an excelent teacher. Hugs from Brazil!
Suzuki also ran crossplane engines in MotoGP and they even got the 2020 Championship in the hands of Joan Mir. Crossplanes are very cool engines. And Fabio Quartararo is leading the championship this year in a Yamaha with a 65 point advantage
It's amazing how from this video about the difference between flat-plane and cross-plane i4 engines I actually learned one of the reasons why riding a supermoto feels so much different from a sportbike. Just wow!
Now after the Alfadan videos I sat down & tried to figure out the secondary imbalance thing. I crossed this one off the list pretty early, but glad to know it exists!
When an intricate and complex engineering design is explained with this much clarity and simplicity, it is truly a work of art to have followed along on this learning adventure with a master educator such as yourself. Thank you!
Hey man, seriously, congratulations, i don't think someone can explain things like that better than you, this is a real pleasure to watch and listen to
Wow, you've done an amazing job of making me understand the characteristics of crossplane inline four engines in superbikes especially R1 and their GP bike. I can't say thank you enough for your great work!
My 3rd D4A video and I can't truly offer any greater praises than those below. Exceptional illustrations and simple explanations that every teacher of high-tech should employ and in a non-condescending manner like yourself. Like Dragnet's Joe Friday used to say, "Just the facts ma'am." One criticism, however, and this goes for the majority of the commentators below. What is commonly referred to an inline-4 engine is technically incorrect in keeping with traditional motorcycle jargon. They used to be called transverse 4 engines and bikes like the Henderson Ace that you include in your lineup of ubiquitous inline 4s, is a true inline-4. Technically, V-twins are inline engines, but were never referred to as such. Further, there is no such thing as an inline-2, they were always called parallel twins. I know this sounds overly critical, but ignorance of the past is responsible and like other areas of life, it caught on and has become the norm.
Now it makes sense why a single cylinder is the preferred engine configuration for a dirt bike. Superior traction with all that recovery gap on the tire.
I can't say enough about how much I enjoyed your video on this subject! You are very easy to understand as you put things in layman's terms so even I can understand them! Not only did I learn much about the crossplane inline 4 but also about the other configurations. Thank you so much for sharing this information. Looking forward to more as I am now going to like and subscribe. Cheers!
Thank You for an interesting and informative vid ! It is easy to follow and understand. @24:24 The graphic showing tires and power-pulse patterns of the different engines is very helpful. Well done Sir ! 🌞
What makes yamaha so special is While everyone else is making powerful engines that happen to sound great Yamaha is making musical instruments that just happen to put out a lot of power XD
I have tried to find videos/illustrations explaining the difference between a flatplane and a crossplane engine, and I could not find a single one that was explained adequately that I could understand/make sense of. I watched this entire video from start to finish, and your explanation was absolutely exceptional. I learned so much in this video and I was engaged the entire time. Thank you for taking the time to create all of the amazing illustrations and explaining everything so well!!
Awesome description. Now I finally see why the crossplane was done. I have a R1 crossplane. It's easy to stall when taking off. It seems like 2 pistons are firing simultaneously, but based on your description I can see that's not the case. The firings are individual but irregular.
Great video. The issue of cross plane versus flat plane cranks is enormously complicated. It affects inline 4's very differently than V8's. It took Caddillac 7 years using the best engineers they can find to develop the first cross-plane crank flat head V8 in 1923. Four stroke cross-plane V8 engines have even 90 degree ignition intervals, but unevenly spaced firing patterns within each cylinder bank. The "spaghetti" exhaust headers on the original Ford GT race cars were an attempt to fix the uneven firing patterns on each cylinder bank (to prevent the exhaust pulse from one cylinder from entering the adjacent cylinder when its exhaust valve opened).
A very interesting dissertation, and helps me understand the difference in the engine "sound tracks" that I've often wondered about. Thankyou, educational as usual.
I remember the first time I heard an R1 at full-song, it was wide-open on a nearby highway so I couldn’t see it. I thought it was some high-rpm V8 powered car. After hearing R1’s in the distance a few times, I finally saw one on the road and was able to put the sound to the bike. If I ever buy a sport bike, it’ll be an R1!
It would be very interesting to see you cover various twin configurations. Especially one on 360 vs 180 vs 270, and on the various non parallel twins- V twins at 45, 60, 72 and 90, and of course 180 (boxers).
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Your videos are so much better than Engineering Explained, it's not even funny. Always love you content man, keep it up.
Grow a full beard, or shave. Friends don't let friends grow creepy little pedo beards like that. That's what sleazy old guys who hang around playgrounds wear. Shave, or grow it out, or we're going to have to hold an intervention!
Honda learned this the hard way back in the late 70's early 80's when they went on a mission to dominate US flat track racing. Dominated then, and now, by Harley Davidson with the XR750 and such. It's a v-twin sport and HD with it's distinct configuration of close fire - long pause dominated. To be honest the sport is built around this engines ability to "dig" the exits unlike any other. Honda shows up and is competitive but can't win a championship with their smoother v-twins. Eventually having to scrap the new found offset pin v-twin tech and build HD like engines that were shamefully similar to HD. Having just as much trouble holding the cases together as everyone else but finally did win one year I think and then called it a day. Then promptly launched the Shadow line of Vtwins .... with offset crank pin smooth motors. I bought one in 83 loved it but it didn't have "that" sound.
Pretty sure my Yamaha TZ in 1990s was uneven firing two stroke
I dont understand why they don´t drill holes , at 180° of where you normaly put the weight ?
Giving a weight reduction VS a weight increase w/o the counterbalance shaft.
@Yamaha i´m Un- employed and looking for an engineering job.. lol
Grtzz from the netherlands
Johny geerts
That has to be the best engineering chain-of-reasoning explanation I have *ever* heard, in 40+ years as an Engineer myself. You are to be congratulated on your clarity of understanding and ability to get the message across. Superb!
Wow, you are so right. As interesting as the topic is, I am absolutely blown away by the incredible teaching skills and chain of logic that he presents. And the animations were just perfectly synced with his diamond-crystal clear explanations. Simply could NOT get any better than this tutorial.
Yep, this has got to be in the top 10 engineering videos on TH-cam. It’s frustrating watching somebody explain something incorrectly or incompletely. If he said anything wrong (and I don’t think he did), it was well above my head.
I can only add my agreement to your words. I am a motorcyclist since 1979 (Harleys) am a trained master tech in automotive and diesel technology.
This young man is a pleasure to learn from. I hope he continues to share his knowledge and insight.
Agreed
damn. i don’t know shit bout flatplane or crossplane, matter of fact i don’t even know nothing bout bike engines. this video manage to make me sit on a lecture bout engines because the clarity and the visuals which made me understand it easily. now i understand why yamaha crossplane engines are loved by many. didn’t even know bout it before.
I'm a 71 year old biker with an engineering degree and you are the best teacher I have EVER listened to. Brilliant👍
The explanation is exceptional
Made me familiar with the idea that Crossplane designs suck!
@@RailsofForneyI disagree because it sounds great on both the r1 and v8’s
@@Saw-ds3ro it just doesn’t really give you any benefits.
Midrange.
Respect.
I was shocked watching 5 minutes into the video how excellent it is explained and demonstrated verbally + visually and I have NEVER experienced learning about engines like this before in my entire life!
Especially considering English isn't his first language.
Great explanation of the big bang 2 stroke engine. One thing you may have missed is how the two-stroke "power band" which you described as a brutal power delivery came in suddenly and made them hard to handle because the power would suddenly double or triple (for explanation purposes) when it hit a certain RPM, primarily due to the exhaust expansion chambers getting "on the pipe".
I came up through the 500 GP era and it was amazing and terrifying at the same time. The engines were on/off switches and the powerbands were quite narrow. Drivers of that era were brave indeed.
Did it also have something to do with the valves opening more at a certain rpm or something like that???
@@professionalhuman4429 yes that too, people forget they had power valves
Two strokes and the CVT, or DCT. Would be a wicked combination
Incredible video! I already knew this and got extremely fascinated when I first found out, but this video explains the whole point of uneven firing very very well. Everybody must get it after watching.
Thank you! I watched your video on the 3 crossplane engines. I knew about the URS but I have no idea how you managed to dig up that fairbanks thing. Kudos!
@@d4a Thanks, I cannot explain it, I just search a lot on the web and some stuff just falls into your hands, heh
@@VisioRacer hello there Mr VisioRacer
Well guess now we all moving to your channel to hear how it sounds and see how it performs
How is it so incredible when engine builders have been bouncing between flat plane cranks and crossplane cranks for over four decades..
It's so great to listen to a complex and accurate engineering video like this instead of yet another simplistic, poorly researched and poorly written attempt at explaining something simple to begin with done by others. You will always have my attention with every video you release. Thank you for exercising my brain instead of putting me to sleep like so many others! A++++ for you, sir!
"poorly written attempt" you just described engineering explained channel
Or direct Wikipedia quotes
Most people who are also interested in these subjects are not capable to understand the “complex” explanations.
I agree, some channels dumb down their explanations and they suffer because of it
Your explanation, presentation and delivery is out this world. I never thought I could finish this entire video coming in with just mere curiosity on the crossplane design. Your way of "teaching" is bounds and leaps ahead of what could be the greatest teaching styles most everywhere. Thank you very much!
Yeah. I saw 26 minutes and was like I'll just skip through some bits, but I never did, it was too interesting.
Not one minute was boring
It must be my lowcarb diet that made me actually not feel overwhelmed in the mid section.
So an inline twin has a perfect primary balance because the forces that go up are equal to the forces that go down, but an inline 3, while 1 piston is going down, 2 are going up and that is why the primary balance of an i3 is so bad, but In an I4 crossplane there are always 2 pistons going in the same direction, so an I4 crossplane should have a perfect primary and secondary balance, because the primary balance has nothing to do with the rocking couple,
I had the same experience. I was somewhat interested, but by the end I was gobbling it up.
I am 16 years old and i have been studying automobile since my childhood, I have learnt a lot from your videos gaining knowledge of complex concepts in simple yet detailed manner.. Thank you❤❤❤
The fact you did this in perfect English which isn’t your first language is just amazing !!!
Yes. smart guy
Incredible how this guy can explain complicated stuff and make it easy to understand for the average person. Time and time again. Nice work!
@Ken Fullman I think he was saying how hard it would be for you to not find an inline 4. I know here, 50%+ of a parking lot is inline 4's.
A born instructor, his accent only adds to this superpower.
@Ken Fullman The first car he shows just after the timestamp you linked is a Mazda MX5 which does have an inline 4 cylinder engine
@Ken Fullman I hope you, like me, have now binge watched virtually all of his videos. It's easy to understand that the dude knows his shit when viewed in that context.
Svp traduction en français
"Rev happiness" is the best way I've ever heard it put. Explains why I love my rotary engines & motorcycles so much
I too love my Dorito engines.
As someone who likes torque I'm happy with my 5.3L V8 though I've never had the pleasure of driving a rotary, I imagine it would be fun
I used to ride the twin rotor Norton Interpol and Commander bikes back in the late 80s and early 90s, which were nominally 588cc. These engines were incredibly smooth. The party piece, was to stand up a 50pence piece(an irregular 7 sided coin) on it's side and you could rev. the engine and all you'd get was just the slightest movement, but it would stay upright. No chance with a reciprocating piston engine. A twin rotor(Rotary/Wankel) engine has the same firing pulses as a 12 cylinder 4 stroke, that's why it was so smooth and sounded great. On the IOM TT course, I used to go down to first at the Gooseneck and the sound was fabulous. Oh well, memories.
Rotary relyness?
@@seantaylor2683 Non DOD/afm right? ;) Got the 6.2, so I second that with these ls style motors.
People need to realize and recognize the amount of effort you put into your videos. Well done sir
Incredible! As an engineer and a rider, I loved how cleanly and clearly this explains the tyre use and firing order. Thanks for creating this
I wonder how the transmissions in MotoGP bikes hold up compared to if the engines fired evenly. That's a lot of vibration transmitted through the gears and chain.
I find it crazy-borderline comedic that they wouldn't try to resolve the problem at the tire end. Considering it only occured due to a technology change there.
Talk about law of diminishing returns!
I have absolutely zero questions! Incredibly comprehensive and beautifully illustrated. This is a master class in how to break down a complex engineering problem and explain it in common language. Brilliantly done.
this was a extremely well made explanation. i never though about how powerdelivery to the tire is actually in pulse form but it makes so much sense. fascinating.
Yes very interesting watch 👍
You do such a great job of explaining these engineering concepts. High enough level to impart real knowledge, but in a manner low enough for a non-engineer to understand. Thank you very much.
Probably the best video I've seen in years. Very tight writing, just exactly the information necessary to get the point across without belaboring any point, plus great graphics. Very succinct delivery of the concepts and really fascinating!
I adore my Yamaha MT-10.
Depending on where you are in the rev range it can sound like a V-twin, a muscle car, a V4 or a banshee trapped in an engine block. It’s not an engine, it’s an event.
😂🤣 2009 R1 here. I have to agree with your last statement. Definetely an event.
2019 MT-10 for myself I agree as well
2013 r1, yup I love my r1
Loved my 2013 r1 now have a v4 aprilia 🤫
I have pre crossplane R1 and 21 mt10. My R1 would destroy the mt when 100+ but the mt Is so good that it’s not even a debate. R1 faster mt better.
I love how that Crossplane I-4 engine has an incredibly similar sound to a crossplane V-8!
Also sounds close to the Aprilia V4 as well
I mean, it's a given. It's half of a Crossplane V8... 😂
Does it wheres yhe links peeps
Gotta love yhe triumoh speed triple tho
@Kirk Wolfe the only exception I can think of is the 3rd gen Coyote 5.0. 7500rpm from the factory, with built blocks pushing towards 9k. With a cross-plane crank.
First video I've watched of yours and I have to say, this is one of the best videos on youtube explaining an engineering concept. Absolutely outstanding job on this! Thank you
This was the most educational video, I've seen lately (allmost ever). Finaly explains why (at the time) Ducatis were faster than Yamahas, although Yamahas had more HP (L2 vs. inline 4).
I was just thinking about the Duc's traditional 90 degree engines and what effect that would have. This may explain a bunch, going back to the mid '70s with the 900 Desmo. :-)
Well L2 Engine was also using desmodromic valve, which means it doesn't really need to worry about valve floating
The additional ~200 cc helped too you know.. *meh
@@JukkaX Yeah, Duc. mafia always had unfair advantage ....
Unless i have lost something, ducati & aprilia are using V4 (nowhere to be found in the first diagram). And V4 is a great configuration cause it has torque everywhere. Buying a ducati V4 is expensive BUT the aprilia RSV4 and the Tuono are descent. With the "factory" package they offer if i ever go to 4 cylinders i will look there.
This was absolutely excellent, you win this week's internet education award, KUDOS!!!
Hear, hear!
This is f^%$ing brilliant. Well done. Even I get it now.
Funny seeing you guys here!
Hi Mr. P.B. I watch your blog as well. You do a great job as well with humor.
i know ! amazing stuff, who is this guy ? brilliant just brilliant !!!!
Me too and I don't really care about bikes nor engines
Paul, never expected to see you here, though in retrospect, it is unsurprising!
I have a cross plane r1, and its the best sounding and feeling engine I’ve ever experienced, I absolutely love the sound the bike makes, its such a head turner and it sounds like a v8.
These are an engineering college degree explanation videos,as a "Wrench Ride Wreck Repeat" guy these videos
are so enjoying to watch. thanks
Fantastic explanation. Thanks for this.
I remember when the first honda big bang appeared in motogp. It was said that the other manufacturers heard it, recorded it on track, worked out the firing interval and two weeks later they all appeared with their own big bang engine.
There's a South American YT Channel that has a focus on a crossplane Fiat 147 drag car. Found it interesting, and it seems that no one knows that it exists. Definitely worth a watch.
Name?
Please give us the link.
@@Jay-ps9zx Tavoalcorte. That's the channel name. Either that or type 'fiat 147 crossplane' in the searchbar.
I totally love the way you explain things. I’ve lived with learning difficulties all my life, and I find I have to watch tutorials many times over for the penny to drop. However, you explain things so clearly in a linear fashion that even I get on the first time. Thank you for your videos.
@@originalni_popisovac You sound like a fun person to be around.
"Yamaha technology, always a step ahead of the competition."
Now I know the true meaning of the above MotoGP commentary.
Yamaha also discovered the best amount of valves to have in a cylinder (back when every engine manufacturer was trying to beat the competition to the optimum). 3 intake and 2 exhaust turned out to be the magic number. They also turned the cylinder position around. That development resulted in a bike with greater balance characteristics.
This video is one of the most excellent engineering videos I have ever looked at ! Explanations along with the graphics ensured that everything was understood. This is a work of art ! Respect. Trinidad & Tobago.
Excellent description with crisp, clear graphics made this complex subject easy to visualize and understand - THANK YOU!!
This video was simply incredible. You asked and then answered all my questions without fail throughout the video. One of my new favorite automotive engineering channels
That was the explanation most all R1 enthusiasts could have wished for brilliant. Thanks
I had a Yamaha MT-10 few months ago (R1 derived engine). By far the most exiting bike I ever rode. Got a Yoshimura straight pipe exhaust on it. Sound was incredible.
had?
@@g60force Yes had, forced to sell it. To much speed ticket. That thing is a monster.
I've seen all your content and I have to say this is one now of my favourites! Not because of a love of bikes but because of the complex and complete information given about something I had absolutely no idea has ever even happened! Thank you for consistently putting in time and effort for our knowledge and entertainment 👍
I happened to stumble on one of your videos just before heading outside to get some things done that I need to do and, out of curiosity, figured I would watch it for a couple of minutes before heading out. That was two hours ago. You bastard!
What an excellent channel!
The best, most professional engineering explanation that I have ever witnessed. Thank you.
Very interesting and well presented, however I would like to add a crucial point relating to the balance shaft. This has not been added as a "revvable alternative" to additional end weights on the crank, it is actually an essential component. The only way to fully counterbalance a rocking couple is with a pair of counter-rotating identically dynamically imbalanced shafts, that together produce a precisely opposing rocking couple. The forces being balanced are in a single plane (parallel to the piston travel). Rotating weights alone also produce forces perpendicular to this plane, so any rocking couple they balance in one plane, they will add perpendicularly which obviously is not solving the problem. By adding a second counter-rotating shaft the perpendicular forces can be cancelled while the parallel forces add. In the case of the subject engine, weight is added both to the ends of the crank and the counterbalance shaft and these work together to balance the rocking couple. In the case of a cross plane 90° V8, there are two rocking couples to counter-balance which are both phased and oriented 90° apart, so effectively are a rotating couple. These can be perfectly counter-balanced with an opposing rotating couple provided only by added weight on the crank.
that does make a difference. thanks for promoting that point.
That is what I thought too. @driving 4 answers can you confirm this?
@@JadusMotorcycleParts I think my RZ500 is a 2stroke example of this.
Colin, I think when you examine the out of balance of the cross plane, there is indeed a vertical rocking out of balance, but I would expect there is also a yaw out of balance. Both of these can typically be counteracted with a single counter-rotating, engine speed balance shaft.
@@blast3613 yes, but perhaps out of necessity with a 2 stroke, otherwise with a flat plane crank you would have pairs of cylinders firing together on every down stroke.
I’m really happy TH-cam suggested this video! I knew the separate parts of this, but had never seen it all put together before, and in a very clear manner. I’m now a subscriber.
Another great topic mate!
indeed very cool ~!
HPA approved
I heard several explanations on the cross plane crank when it came out. But none were as thoroughly composed and explained in great detail as yours !
Once again, thank you so much for this Herculean effort 💪
It was extremely interesting!
👌👍✌️
( ….But I’m gonna need to take this “class” few more times though, hope you don’t mind 😉)
I guess I just learned something I'll never need in my life but boy did I recognize the sound when it played at 16:17. It was interesting and well delivered, thanks!
This is hands down the best engineering video I've ever watched and also the best engineering related explanation I've ever seen in my life as a mechanic. Massive kudos!
A great explanation. Yamaha has always built some interesting engines. BTW, several years ago I rephased the crank in my old XS650 from the original 360 degrees to 270 degrees (well, actually 284 degrees). I don't think it goes any faster but it's smoother, sounds awesome and has more "character". People always ask me what kind of exhaust system I'm using that gives it that cool sound.
Anywhere I can listen to it or something similar to it?
@@pokefan2711 I'll be riding past at 4:38am GMT tomorrow. Only once though, so be ready.
How does this guy doesn't have a mil subs yet?! Critical infos explained in a really easygoing way, great video man. Subbed 👍
He will get there. quality work.
He will get there it just takes time
Because he supports Alfadan :D
A mate told me last weekend that the R1 had a cross plane crank and I couldn’t really understand why. Your videos are always so well timed, great stuff as usual
Dealing with vibrations is the most difficult problem in mechanical engineering. As an engineering of myself, thanks for all this layman explanation that helps more people to appreciate efforts of hard working engineers. You did a great job!
I too am an engineering. 😅
When you can build a 600cc 135hp bike that revs to 15 16 thousand RPM and not grenade you got my respect guys. I was watching IOMTT fastest record lap with hickman POV the engine is screaming for mercy but hicky gives it none 4 37 mile laps like that says the engineers for bikes are some of the best as stock these bikes can go 100k miles easy with basic maintenance
Cross plane cranks are more common in exotic V8 engines. One of my favorite is the newer Ford cross plane V8 in the Mustang. IT SOUNDS AMAZING!!!
I had a Yamaha R6 with a single plane in-line 4. It’s redline was 15,500rpm, 120hp from 600cc! It was very smooth but all the power was delivered after 10,500 rpm…..which made for a quite thrilling top end rush but a docile low end power delivery. Yamaha is the innovator!
Nice video.
Yep this is nothing new and has been on many v8 cars for some time
You couldn't be more wrong you're thinking of a flat-plane crank in the Mustang 5.1 Voodoo motor.
That was even more interesting than I thought it was going to be! And extremely well explained, as always. Thank you for making these videos!
I don’t even own a motorcycle of any kind but I found this video incredibly interesting.
Thanks so much for this! You carried me along much like the ‘recovery gap’ principle on the tyre- just as l thought you’d lost me your clear explanation and excellent graphics saved a mental high side.
Really well done 👍
What a fantastic explanation covering WHY with reference to grip and allowing a tyre to recover beyond the point where even the best rivers don't have the time to "feel it". I am not an engineer nor am I a motorcycle fan and I have no idea why "the algorithm" brought me here - but it did; and I enjoyed that as an interesting explanation of modern day engineering.
This traction advantage is very apparent with Ducati back in the day when they raced their 90* V-twin. Ducks always exited corners faster with more control caused of the power stroke and traction.
Didn’t hurt that they were lighter, had greater capacity, and desmo valvetrains.
If you are talking about SBK then Ducati had displacement advantage. Ducati is behind big 4 in terms of handling. Yamaha and Suzuki sportbikes are best handling especially the Yamaha.
Honda 4 cylinder solved the problem. Number one piston was offset by 90 degrees.
@@timhughes2651 desmodromic valve has one big advantage, that is literally no valve float. But one serious disadvantage is in engine braking. The aggressive nature of desmodromic valve is not best for handling
That’s probably why they fitted slipper clutches which reduced the effect of engine braking and allowed faster downshifts.
I superbikes that is.
The sound pop demo is a great simulation of the FP-CP difference. It's easy to see (hear) why the sound of "halved" engines of the same crankshaft layout have a core part of their sound character from their doubled counterparts. Cross-plane V6s have a muted V12-like character. Inline-3s, 5s, and V10s all have a distinctive dual-tone sound. High-rev flat-plane I4s don't sound too far off high-rev flat-plane V8s, which themselves often sound more akin to I4s than the cross-plane sound most people associate with a V8 of nearly any displacement.
A real fun software toy would be to take that sound demo, turn it into a simulator in software, and then add the ability to bolt on an exhaust system that you can lengthen or shorten, as well as bend, in real-time.
There are no cross-plane V-6's....
@@davelowets Ah, right. Different angle offsets.
@@SurelyYewJest Yep. (3) 120° angles
@@davelowets Hmmm...I guess one could say that V6s are "oblique-plane" engines...
Now I understand how the cross plane engine on my R1 works. This video is amazingly executed. Thanks for this awesome work!
Very easy to follow and in-depth explanation without seeming to talk down OR being overly technical! Fantastic balance (pun intended) in your explanation. Also thank you for the great animations and well edited video.
I love the r1, I know they’ve been using the crossplane, but theres a lot of information i didnt know here, such a good video
Best explanation of crossplane vs flatplane I've seen. Well worth the time to watch!
Massive applause for the most basic and clear explanation of crossplane i4 engine! Subscribed :)
Brilliant explanation. Not only did it make me understand the quirks of the Yamaha R1 engine but it helped me understand even better all the engineering challenges of the traditional inline 4 and extrapolate those of other engine configurations too. You are an outstanding teacher.
Happy D4A Sunday to all! Another fantastic video and I learned a ton. I love the I4 in my 2020 MX-5!
7:38 Not really-the R1's crank clearly has counterweights. Obviously the purpose of the weights is to reduce vibration, but the _way_ the weights reduce vibrations is by translating the fundamental vibration (a straight front-to-back rocking moment) into a different imbalance that is more manageable.
The reason that many engines use balance shafts is because they not only have external forces or moments, but the vibration's horizontal and vertical components are different. Engine configurations that have this problem are:
- Inline twins (360° has 1st and 2nd order forces and no moments, 180° has a 1st order moment and 2nd order force, 270° has 1st order forces and moments and a 2nd order moment)
- Inline triples (120° even-fire has 1st and 2nd order moments and no forces, 180° flat plane has 1st and 2nd order forces but no moments, and Triumph's 90° T crank engines have 1st order forces and moments and a small 2nd order force)
- Any even-firing inline engine with an odd number of cylinders (3, 5, 7, 9, _et cetera_)
- Most 2-stroke even-firing inline engines with an even number of cylinders, such as the crossplane I4 (which is essentially a two-stroke I4 modified to run as a 4-stroke)
- Most even-firing V twin, V6, V10, V14, and V18 engines with V angles that aren't 90°
Real-world examples:
- 72° V10's (with non-split crankpins)
- 90° even-fire V10's (+18° split crankpins, residual primary couple is greater in the vertical direction)
- 90° even-fire V6's (-30° split crankpins, residual primary couple is greater in the horizontal direction)
- 60° crossplane V8's like the Caterpillar 3508 (60° V angle, also with -30° split crankpins; this may be the largest displacement piston engine ever built with split crankpins)
The crossplane I4 shares the same problem as even-firing inline engines with odd cylinder counts in the sense that its primary rocking moment (that is of the most concern) has a vertical component that is much greater than the horizontal component.
The crank weights "average out" the vertical and horizontal imbalances (so that the corrected imbalance's horizontal and vertical components are the same) by providing a circular imbalance of their own that is one-half of the _sum_ of the vertical and horizontal components. And now, because the corrected imbalance is approximately circular, it can then be taken care of by a counter-rotating balance shaft which provides a circular force or moment that is one-half of the _difference_ of the components.
There are only two exceptions I'm aware of:
- Detroit Diesel and EMD two-stroke Diesel engines: The crank weights cancel out only the horizontal portion of the imbalance and most of the vertical component is taken by two pairs of weights on the camshaft (since they are 2 stroke the crank and cams rotate at the same speed)
- MAN 32/40 marine Diesel engines: The crank weights on the V engines are the same as those on the inline engines, and as a result they cancel out only half of the average imbalance. This results in the residual imbalance on the V14 and V18 engines still being greater in the vertical direction. In general, on large marine Diesel engines external forces and moments are left unchecked and the ship's structure must be designed to take these vibrations into account.
Even on engines that _are_ inherently balanced, like almost all 4-stroke V12's, you'll often still see counterweights because the weights help reduce the engine's internal stresses and increase the crankshaft's torsional stiffness.
The reason why 90° V engines (with with non-split crankpins, except maybe flat-plane V8's) don't need counterbalance shafts is because the primary imbalance's vertical and horizontal components are the same to begin with, so crank weights are all that are needed.
The same is true, in fact, of the 60° V6's used to power so many cars and SUV's. The 60° V angle with -60° "flying arms" also makes the primary rocking moment's horizontal and vertical components nearly identical, which is why 60° (4-stroke) V6's don't need balance shafts but 90° (even-firing) V6's do. On a 60° V6, the secondary rocking moment is apparently deemed to be not significant enough to warrant further vibration reduction measures, so it is left unchecked.
Not to offend you or anything but do you have any source for this mate? thanx
@@cipher2508 The SAE have a paper discussing this matter when it comes to inline twins (where they compare 180°, 270°, and 360° crankshafts), but I couldn't find many papers that go into this much detail on engine configurations in general. Because of that, I decided to work out the maths myself. Don't bet on it but I may make an engine balance "master class" in the future where I talk about it in detail, as well as one talking about torsional vibration in piston engines.
@@electric7487 Awesome
That makes more sense than the stated explanation.
Counterweights rotating at the same speed should add the same moment of inertia to the engine, regardless where they are.
A balancing shaft should add even more, since the seperate shaft and the gears also add MoI.
The engineering behind the crossplane engine is super interesting
The sounds of a crossplane I4 at low revs in that demonstration kinda reminds me of a heavily ported rotary engine
If heavily ported rotaries sound like Excitebikes, I agree.
sounds nothing like a ported rotary and by heavily ported i guess you mean PP ported rotary and for sure it sounds nothing like one of them
or an i4 with arythmia? 😁
not dissing r1 or the engineering, just making a silly joke!
You sir are a genius. Not only do you have perfect communication skills, meaning you never skip a beat, stutter, say ah, um, like or you know, but you English is perfect with a vocabulary much higher than most native speakers. I would follow you anywhere.
Thank you for the amazing explanation! I started riding motorbikes pretty recently and everytime I think I understood a new mechanical or technological concept related to bikes a new world of knowledge and curiositys opens before my eyes and ears to amuse me, such as this very video. You are an excelent teacher. Hugs from Brazil!
Suzuki also ran crossplane engines in MotoGP and they even got the 2020 Championship in the hands of Joan Mir. Crossplanes are very cool engines. And Fabio Quartararo is leading the championship this year in a Yamaha with a 65 point advantage
@motorguitarcycle Suzuki has Inline 4 Crossplane too like Yamaha M1.
It's amazing how from this video about the difference between flat-plane and cross-plane i4 engines I actually learned one of the reasons why riding a supermoto feels so much different from a sportbike. Just wow!
somebody give this guy an AWARD for the quality content he provides.....
Now after the Alfadan videos I sat down & tried to figure out the secondary imbalance thing. I crossed this one off the list pretty early, but glad to know it exists!
When an intricate and complex engineering design is explained with this much clarity and simplicity, it is truly a work of art to have followed along on this learning adventure with a master educator such as yourself. Thank you!
sheeeeeesh well said
I wish i had teachers that explained stuff like this guy does back in the day
Hey man, seriously, congratulations, i don't think someone can explain things like that better than you, this is a real pleasure to watch and listen to
Wow, you've done an amazing job of making me understand the characteristics of crossplane inline four engines in superbikes especially R1 and their GP bike. I can't say thank you enough for your great work!
That was one of the best laid out and best narrated explanation videos I have ever seen. Well done!
So the R1 is actually a marvel tools that only the top fews of humanity needed. How poetic.
My 3rd D4A video and I can't truly offer any greater praises than those below. Exceptional illustrations and simple explanations that every teacher of high-tech should employ and in a non-condescending manner like yourself. Like Dragnet's Joe Friday used to say, "Just the facts ma'am." One criticism, however, and this goes for the majority of the commentators below. What is commonly referred to an inline-4 engine is technically incorrect in keeping with traditional motorcycle jargon. They used to be called transverse 4 engines and bikes like the Henderson Ace that you include in your lineup of ubiquitous inline 4s, is a true inline-4. Technically, V-twins are inline engines, but were never referred to as such. Further, there is no such thing as an inline-2, they were always called parallel twins. I know this sounds overly critical, but ignorance of the past is responsible and like other areas of life, it caught on and has become the norm.
This is fascinating. I actually LEARNED something. I never knew the intervals affect grip like that, but now it feels logical.
Now it makes sense why a single cylinder is the preferred engine configuration for a dirt bike. Superior traction with all that recovery gap on the tire.
Outstanding video! My son had both a YAM R6 then a YAM R1. I always wondered why they sounded different. Now I know! Thanks.
I can't say enough about how much I enjoyed your video on this subject! You are very easy to understand as you put things in layman's terms so even I can understand them! Not only did I learn much about the crossplane inline 4 but also about the other configurations. Thank you so much for sharing this information. Looking forward to more as I am now going to like and subscribe. Cheers!
This video has got to be up there with the best mechanical explanation videos I have ever seen in youtube. Thanks! Very interesting stuff!
Thank You for an interesting and informative vid ! It is easy to follow and understand. @24:24 The graphic showing tires and power-pulse patterns of the different engines is very helpful. Well done Sir ! 🌞
Wow, just wow! I did not expect to spend nearly 30 minutes learning about this. You're a great presenter.
What makes yamaha so special is
While everyone else is making powerful engines that happen to sound great
Yamaha is making musical instruments that just happen to put out a lot of power XD
I can't stand how the R1 sounds,it sounds like a lawnmower
@@jakoidtonge
To each thier own
@@skylerbowerbank5847 true
@@jakoidtonge have u heard it going full throttle in real life?
Am a Ninja guy,am just trolling
I have tried to find videos/illustrations explaining the difference between a flatplane and a crossplane engine, and I could not find a single one that was explained adequately that I could understand/make sense of. I watched this entire video from start to finish, and your explanation was absolutely exceptional. I learned so much in this video and I was engaged the entire time. Thank you for taking the time to create all of the amazing illustrations and explaining everything so well!!
Awesome description. Now I finally see why the crossplane was done. I have a R1 crossplane. It's easy to stall when taking off. It seems like 2 pistons are firing simultaneously, but based on your description I can see that's not the case. The firings are individual but irregular.
Watched the entire vid without skippin a sec, very well explained 👏
Even though I already knew Yamaha were brilliant at designing engines, thanks for teaching some engineering stuff I was unaware of!
I’ve never ever heard anyone explain something so well….thank you 🙏
Great video. The issue of cross plane versus flat plane cranks is enormously complicated. It affects inline 4's very differently than V8's. It took Caddillac 7 years using the best engineers they can find to develop the first cross-plane crank flat head V8 in 1923. Four stroke cross-plane V8 engines have even 90 degree ignition intervals, but unevenly spaced firing patterns within each cylinder bank. The "spaghetti" exhaust headers on the original Ford GT race cars were an attempt to fix the uneven firing patterns on each cylinder bank (to prevent the exhaust pulse from one cylinder from entering the adjacent cylinder when its exhaust valve opened).
A very interesting dissertation, and helps me understand the difference in the engine "sound tracks" that I've often wondered about. Thankyou, educational as usual.
Wow. It took 12 years for someone to make a video I've always wanted to see since I first heard about this engine when it was introduced!
Really love these videos. Very well explained.
driving4answers♥
I was look for someone who could explain secondary imbalance for a while, you explained it so clearly and it only took like 30 seconds. Thank you
Same. I finally understand.
D4A: finally makes motorcycle content
Me: AAAAAAAAAWWWWWWWWWWWWWWWWWW YYYYYYYEEEEEEAAAAAAAAAAAAAAAAAAAAAAAAAAAHHHHH
Totally agree!
Learning from your explanations makes me feel more intelligent haha
Simple explanations for complex subjects.
This is most elaborative, well explained and simplified tutorial of engines.
Dude I'm studying to be a vehicle engineer ,
This video was so interesting for me
Keep up❤
This is an insanely interesting video for this ol' geezer! You illustrated and explained many points in an easily understandable manner. Thanks!
I remember the first time I heard an R1 at full-song, it was wide-open on a nearby highway so I couldn’t see it. I thought it was some high-rpm V8 powered car. After hearing R1’s in the distance a few times, I finally saw one on the road and was able to put the sound to the bike. If I ever buy a sport bike, it’ll be an R1!
It would be very interesting to see you cover various twin configurations. Especially one on 360 vs 180 vs 270, and on the various non parallel twins- V twins at 45, 60, 72 and 90, and of course 180 (boxers).