71,744
edits
Difference between revisions of "Honda RC162"
adding category
m (Robot: Automated text replacement (-compression ratio +compression ratio)) |
(adding category) |
||
| (4 intermediate revisions by 2 users not shown) | |||
| Line 1: | Line 1: | ||
[[Image:1961-Honda-RC162.jpg|right|thumb|1961 Honda RC162]] | [[Image:1961-Honda-RC162.jpg|right|thumb|1961 Honda RC162]] | ||
[[Image:1961-Honda-RC162-250cc.jpg|right|thumb|1961 Honda RC162 (250cc)]] | [[Image:1961-Honda-RC162-250cc.jpg|right|thumb|1961 Honda RC162 (250cc)]] | ||
The Honda RC162 was raced in the 1961 GP series. As with the [[Honda 2RC143|2RC143]], the spine frame is gone, and the new frame is also of the open, double loop type. The frame tubes do not have the same diameter everywhere; where they join the steering head, they taper out to a larger diameter for increased strength and rigidity. | The Honda RC162 was raced in the 1961 GP series. As with the [[Honda 2RC143|2RC143]], the spine frame is gone, and the new frame is also of the open, double loop type. The frame tubes do not have the same diameter everywhere; where they join the [[steering head]], they taper out to a larger diameter for increased strength and rigidity. | ||
The engine is further developed and although [[compression ratio]] (10.5 : 1), valve angles (36 degrees inlet, 40 degrees exhaust) and bore and stroke (44 x 41 mm) are still the same, it now delivers, according to [[Honda]], over 40 bhp at 14,000 rpm. Most sources at the time claim 45 bhp. In view of the difference in speed with its predecessor, the [[Honda RC161|RC161]], the latter figure must be true. The cylinders are inclined 30 degrees, and the engine is 80 mm narrower, and to improve aerodynamics no longer has the wet sump – the oil is now carried in a tank under the seat. | The engine is further developed and although [[compression ratio]] (10.5 : 1), valve angles (36 degrees inlet, 40 degrees exhaust) and bore and stroke (44 x 41 mm) are still the same, it now delivers, according to [[Honda]], over 40 bhp at 14,000 rpm. Most sources at the time claim 45 bhp. In view of the difference in speed with its predecessor, the [[Honda RC161|RC161]], the latter figure must be true. The cylinders are inclined 30 degrees, and the engine is 80 mm narrower, and to improve [[aerodynamics]] no longer has the wet sump – the oil is now carried in a tank under the seat. | ||
This latter move is in the first instance not a great success, the bikes suffer from overheating. Some interesting data: diameter of the inlet valve head is 19.5 mm, exhaust valve head is 17.5 mm, shaft diameter of both valves is 4.5 mm. Lift of the valves is 5.8 mm for the inlet and 4.5 mm for the exhaust valves. | This latter move is in the first instance not a great success, the bikes suffer from overheating. Some interesting data: diameter of the inlet valve head is 19.5 mm, exhaust valve head is 17.5 mm, shaft diameter of both valves is 4.5 mm. Lift of the valves is 5.8 mm for the inlet and 4.5 mm for the exhaust valves. | ||
| Line 10: | Line 10: | ||
[[Image:Tokashi-(100)-beat-Redman-(107)-to-victory-on-the-RC162-at-the-1961-West-German-GP.jpg|left|thumb|Tokashi (100) beat Redman (107) to victory on the RC162 at the 1961 West German GP]][[Image:Honda-RC162-Cams.jpg|left|thumb|This shows the form of the cams. Ignition timing is 52 to 55 degrees BTDC, fixed.]] | [[Image:Tokashi-(100)-beat-Redman-(107)-to-victory-on-the-RC162-at-the-1961-West-German-GP.jpg|left|thumb|Tokashi (100) beat Redman (107) to victory on the RC162 at the 1961 West German GP]] | ||
[[Image:Honda-RC162-Cams.jpg|left|thumb|This shows the form of the cams. Ignition timing is 52 to 55 degrees [[BTDC]], fixed.]] | |||
<br style="clear: left"/> | <br style="clear: left"/> | ||
{{Honda}} | {{Honda}} | ||
| Line 16: | Line 17: | ||
[[Category:Honda motorcycles|RC162]] | [[Category:Honda motorcycles|RC162]] | ||
[[Category:Honda RC series|RC162]] | [[Category:Honda RC series|RC162]] | ||
[[Category:Needs motorcycle template]] | |||