Redesigned crankshaft the new

Redesigned crankshaft the new

Redesigned crankshaft The new 147 kW (200 hp) engine has nothing in common with its predecessor. Key differences between the engines include: – the bore/stroke ratio, – the compression ratio, – the cylinders, – the cylinder head, – the injection system – the crankshaft. The only thing that has remained is the model designation. To optimize the engine's acceleration capability, the flywheel mass of the crankshaft drive has been reduced by 20 percent compared with the previous model. And that, although the crankshaft drives a light balancer shaft, whose weights are placed close to the outer cylinders. The shaft helps to reduce mass moments while realizing a strong, almost linear torque development that provides the vehement propulsion. The first titanium connecting rods with broken connecting rods in series production In order to achieve absolute top performance, the new R1 engine is equipped with extremely lightweight connecting rods made of a special titanium alloy, which are initially manufactured in one piece and are around 40 percent lighter than steel connecting rods. Then the connecting rods are broken at the base, creating a larger contact area between the connecting rod and the connecting rod cover. The result: the connecting rods are extremely strong, but at the same time lightweight, improving the engine's responsiveness and revving ability. Lightweight forged aluminum pistons The newly developed forged pistons are particularly strong and at the same time very light thanks to the 'bridge box' design on the underside. Additional piston cooling from the underside is provided by new oil jets that spray engine oil towards the piston crown. Low piston weight combined with high strength also has a positive effect on performance characteristics. In the R1 engine, the components contribute to the spontaneous response as well as to the strong torque development and revving ability. New low-friction, low-tension piston rings and piston pins that also contribute to the high power output thanks to hard DLC (Diamond-Like Carbon) coating help to achieve this. Highly efficient cylinder head with sophisticated valve design To allow a large amount of the gasoline-air mixture to flow into the cylinders as quickly as possible, the cylinder head of the R1 from 2015 features optimized flow channels and large intake and exhaust valves, which have a disc diameter of 33 and. 26.5 mm point up. Also remarkable: The compression ratio is 13.0:1, which is also due to the narrower valve angle, which allows a more compact combustion chamber shape. The ingenious shape of the combustion chamber and intake port also ensures optimized turbulence of the incoming fresh gases, which promotes even faster cylinder filling and thus contributes to increased performance. New valve train with finger followers For the first time in R1 history, valve operation is via finger followers. This technology offers two decisive advantages: First, the valve lift is higher than the value specified by the camshaft thanks to the lever ratio. On the other hand, the cam followers run with less friction on the camshafts. Especially since the new cam followers are also DLC hard-coated and extremely speed-resistant.

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