@Krazie-Ivan
must have been so much amazing engineering that went into my 1st bike, an '86 VFR750 (v4 180-degree gear-driven cams)... and yet all i cared about was how it sounded when the seller fired it up.
@CurtisTarwater
I am just blown away by your knowledge and thorough explanation of the concepts. The entire concept of the power pulses to the back tire are fascinating. I really like the flat plane cranks for the smooth delivery of the power and this would explain why Rossi and Mir are so good at conserving their tires (I4XP) - and also why Dovi keeps burning up his (V4). Excellent video!
@TiaanHavenga
6:46 the sound of frying eggs... i see what you did there
@anthonyscott16
Wow, I had absolutely no clue that V4s fired like that. Thanks for the lesson Mike!
@eppsislike
The 990cc era was one of the best era's for MotoGp engines, where the engines had 5 cilinders instead of 4 cylinders. Watched a few races in person in 2005/2006.The most brutal and extraterrestrial sounds. I frequently visit MotoGp races now, but it's not the same anymore. That experience can't be replicated. Anyone who ever witnessed a 990cc GP knows what I'm talking about. You can also hear the difference on video but in real time, you feel it in your veins.
@sioboy
This is so informative. Now going back to my 155cc scoot.
@jetstream01
This was the best explanation for during order and engine configuration I've heard. Great job!!
@MScotty90
I'd be interested to hear what an engine firing all four cylinders at once like at 2:00 would sound like. Maybe it'd just sound like the engine block exploding.
@jtab5392
Man I want to get those books you have, this is some very interesting stuff you have here. I just like the fact that you teach facts not just your opinions on how things work, with theories.
@DG121480
I remember reading about the tire issue over 20 years ago. Their technology has hit a plateau but we keep putting more power to them. The cross-plane was the answer.
@casperi2
You explained that perfectly, hopefully this will help those that ride inline 4's understand why us that ride V4's love them so much better.
@AudreyH48
Another great video! Makes it much easier to understand. But really for the street, the v4 and the crossplanes just sound awesome haha.
@Notesens
One of the few channel's I have notifications for. You put a lot of effort and detail into your videos. All while keeping it as short and sweet as possible. My brain is stimulated. Thanks
@marktangney89
Another educational video. Thank you. I was familiar with big bank v screamer v cross-plane, but I didn't know what Suzuki and KTM are doing. Well done Suzuki for 2020 by the way.
@speedpower2740
Good video, but I believe the Ducati V4 (both in MotoGP and street bikes) has a twin pulse firing order, which emulates a twin cylinder and is different from the Honda/KTM/Aprilia V4s.
@MarkRLeach
Thanks, best explanation I have ever seen/heard! (I have been wondering about this stuff for years.)
@saswatmishra2759
A 65 degree V4 is shorter in length compared to 90 degree V4. So, it can have more horsepower than a inline 4 and better corner speed compared to a 90 degree V4. RSV4 series are the best sounding production motorcyles also.
@fast_odin
Lemme explain what happens in a Big Bang engine. First of all, no matter what motogp bike you choose, they all slam the rear tire to the ground when they hit the throttle, but that's due to the swingarm, chain and suspension geometry. Thats also the reason of those enormous high-side they do. Now, consideering what you said about de engine pulse sections (wich is correct), we can deduce that having all those as close to each other, acts kinda like if they were in resonance: the second explosion uses the inertia of the firs explosion to multiplicate its actual force, then the third one with the previous two ones, and so on. That traduces to more Engine Torque, wich equals in consequence in just a little bit of extra down push of the swingarm so the tire. And last but not least, those gaps between the pulse sections are good to unstress the tire for a moment and make it grip a little bit for the next pulse section. That, combined with the torque fact, means greater acceleration if we put two same bikes with the same gear ratio etc. But in reality it can be modded as much as seing screming Suzukis going through corners in an higher gear but still accelerate the same but still have more top speed. To conclude, just one more thing. It's interesting what you said about the need of air in the intake in a shorter amount of time. It's true and you were correct, but isn't that much of a concern: consideering that those are a liter bike engine, they suck a little amount of air if you compare it to some big engine cars wich need force induction intakes, not to provide more aire but to provide enough of it. In a motogp bike, or a street bike like so, you have the ram air, wich is as simple as a direct intake wich by third law of Newton, equals in a little bit more pressure in the airbox. With that and a liter bike, you will never run low of air in the intake, there is enough air comming to you at a certain speed. The real concern here, is to make it reach the cylinder without make it go through turns and corners in an airbox etc. That's exactly why they make the ram air through the chassi, and almost direct to the valves. Oh, and the inline4 - v4 thing, they're not better than the other one, the fact here is the final mass of the engine. As you well said, an inline 4, naturally comes as a screaming engine, because it's balanced and perfoms well, but if you wnat to, you can make it big bang, by crossplaneing it. Same but oppossite with the v4: A v4, due the firing order and how the rods are conected to the cranckshaft, make them big bang by nature (more or less depending the degree of aperture of the v, for example: Honda, Ktm: 45º Ducati. 90º). Also if you want to, you can turn it into a screamer, but that's not usually the case, also it,s a little bit harder. What really matters with the shape of the engine, it's the internal components. Without further looking, we have the cracnkshaft, wich is the heavyst moving object in the engine. In an inline 4, it's longer so heavier. In a v4 it's shorter si lighter. That, in combination of the big bang or screamer mode you choose, makes the engine climb rpms from bottom fast as hell (if it's lighter), or use the inertia of the crank to make it climb little bit slower but further in rpms (if it's heavier). Glad to see you talking about those interesting things, and happy to help with it.
@SulacoEEV
Thanks, I didn't know what the "angles" were for the motors. Could you explain to us how the "engine brake" works in a GP motorcycle (how they modify it during the race) ?
@Arthurzeiro