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A '''V-twin engine''', often just '''V-twin''', is a two cylinder [[internal combustion engine]] where the cylinders are arranged in a [[V engine|V]] configuration. | |||
== Configurations == | |||
=== "True V-twin" vs V-2 === | |||
{| align="right" | {| align="right" | ||
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|[[Image:Sokol 995 cc zijklep v-twin.jpg|right|thumb|[[Sokół motorcycles|Sokół]] transversely mounted V-twin.]] | |[[Image:Sokol 995 cc zijklep v-twin.jpg|right|thumb|[[Sokół motorcycles|Sokół]] transversely mounted V-twin.]] | ||
|} | |} | ||
There is some ambiguity regarding what defines a V-twin. When the cylinders are arranged in a "V"-shaped pattern, it is generally accepted as being a [[V engine]]. However, some authors differentiate using "V-twin" to mean the classic V design of a shared [[crank pin]] for each pair of cylinders and "V-2" to indicate a crankshaft with a separate crank pin for each cylinder. This convention is not common, and applies only to two cylinder engines. For example, while most V8 engines use shared crank pins for cylinder pairs, they are not referred to as "V-octuplets". | |||
There is some ambiguity regarding what defines a V-twin. When the cylinders are arranged in a "V"-shaped pattern, it is generally accepted as being a [[V engine]]. However, some authors differentiate using "V-twin" to mean the classic V design of a shared [[crank pin]] for each pair of cylinders and "V-2" to indicate a crankshaft with a separate crank pin for each cylinder. This convention is not common, and applies only to two cylinder engines. For example, while most | |||
Most engine manufacturers use the classic shared crank pin design. Some notable exceptions include the | Most engine manufacturers use the classic shared crank pin design. Some notable exceptions include the | ||
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| 42° | | 42° | ||
| [[Indian (motorcycle)|Indian]] Powerplus, Chief, [[Indian Scout (motorcycle)|Scout]] | | [[Indian (motorcycle)|Indian]] [[Indian Powerplus|Powerplus]], [[Indian Chief|Chief]], [[Indian Scout (motorcycle)|Scout]] | ||
|- | |- | ||
| 45° | | 45° | ||
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|- | |- | ||
| 90° | | 90° | ||
| Aprilia [[Aprilia SL 750 Shiver|SL 750 Shiver]], [[Aprilia NA 850 Mana|NA 850 Mana]]<br>Bimota [[Bimota V Due|V Due]]<br>[[Briggs & Stratton]]<br>[[Ducati V-twin motorcycles|Ducati]]<br>Gilera [[Gilera GP 800|GP 800]]<br>Honda [[Honda VTR250|VTR250]], [[Honda VTR1000F|VTR1000]], [[Honda XL1000V Varadero|XL1000V]] & [[Honda XL125V Varadero|XL125V]] Varadero<br>Hyosung [[Hyosung GT650|GT650]], [[Hyosung GV650|GV650]]<br> | | Aprilia [[Aprilia SL 750 Shiver|SL 750 Shiver]], [[Aprilia NA 850 Mana|NA 850 Mana]]<br>Bimota [[Bimota V Due|V Due]]<br>[[Briggs & Stratton]]<br>[[Ducati V-twin motorcycles|Ducati]]<br>Gilera [[Gilera GP 800|GP 800]]<br>Honda [[Honda VTR250|VTR250]], [[Honda VTR1000F|VTR1000]], [[Honda XL1000V Varadero|XL1000V]] & [[Honda XL125V Varadero|XL125V]] Varadero<br>Hyosung [[Hyosung GT650|GT650]], [[Hyosung GV650|GV650]]<br><br>Mazda<br>[[Moto Guzzi]]<br>Suzuki [[Suzuki SV650|SV650]], [[Suzuki SV1000|SV1000]], [[Suzuki TL1000R|TL1000]], [[V-Strom]] | ||
|- | |- | ||
| 120° | | 120° | ||
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|- | |- | ||
| 170° | | 170° | ||
| [[Zündapp|Zündapp]] [[ | | [[Zündapp|Zündapp]] [[Zundapp KS 601|KS 601]] | ||
|} | |} | ||
== Orientations == | == Orientations == | ||
The terms | The terms longitudinal engine and transverse engine are most often used to refer to the crankshaft orientation,<ref name="Cossalter">{{cite book | ||
| title = Motorcycle Dynamics | | title = Motorcycle Dynamics | ||
| edition = Second Edition | | edition = Second Edition | ||
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| pages = 11–6}}</ref> however, some sources, most prominently [[Moto Guzzi]], use the terminology in the opposite way. | | pages = 11–6}}</ref> however, some sources, most prominently [[Moto Guzzi]], use the terminology in the opposite way. | ||
A Moto Guzzi Technical Services representative tried to explain to | A Moto Guzzi Technical Services representative tried to explain to LA Times columnist Susan Carpenter that Moto Guzzi engines are "called 'transverse' because the engine is mounted with the crankshaft oriented front to back instead of left to right."<ref>{{ | ||
Citation |last=Carpenter |first=Susan|title=Chaps aren't de rigueur, but a helmet, yes|work=ASK THROTTLE JOCKEY |url=http://www.latimes.com/classified/automotive/highway1/la-hyw-qa25jul25,1,2706840.story |quote= | Citation |last=Carpenter |first=Susan|title=Chaps aren't de rigueur, but a helmet, yes|work=ASK THROTTLE JOCKEY |url=http://www.latimes.com/classified/automotive/highway1/la-hyw-qa25jul25,1,2706840.story |quote= | ||
According to my source at Moto Guzzi Technical Services, "The Guzzi engine is a 90-degree 'L' twin, actually, because the cylinders are oriented at 90 degrees, instead of a typical V twin that has a smaller angle ( 60-degree, 77-degree, etc.). It is called 'transverse' because the engine is mounted with the crankshaft oriented front to back instead of left to right. Because of this you cannot run a chain or belt drive directly to the rear wheel like in most motorcycles. This is why you have a separate gearbox that bolts to the engine and transfers the power to the rear wheel via the drive shaft. This is how it is done on the Moto Guzzi and a BMW. | According to my source at Moto Guzzi Technical Services, "The Guzzi engine is a 90-degree 'L' twin, actually, because the cylinders are oriented at 90 degrees, instead of a typical V twin that has a smaller angle ( 60-degree, 77-degree, etc.). It is called 'transverse' because the engine is mounted with the crankshaft oriented front to back instead of left to right. Because of this you cannot run a chain or belt drive directly to the rear wheel like in most motorcycles. This is why you have a separate gearbox that bolts to the engine and transfers the power to the rear wheel via the drive shaft. This is how it is done on the Moto Guzzi and a BMW. | ||
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=== Longitudinal crankshaft mounting === | === Longitudinal crankshaft mounting === | ||
The longitudinal crankshaft two-cylinder V as seen on [[Moto-Guzzi]]s and some [[Honda]]s is less common. This orientation is well suited for [[driveshaft|shaft drive]] by eliminating the need for a 90° [[bevel gear]] at the transmission end of the shaft. In motorcycles, a longitudinal engine fits well inside the frame, and aids cooling because both heads protrude out into the air. <ref name=Coombs/> However this approach has the slight disadvantage in motorcycles of causing a torque reaction that tends to lean the motorcycle slightly to one side as the angular rate of the crankshaft increases or decreases. The faster the change, the larger the torque it produces. However, many motorcycle manufacturers have corrected for torque reaction by rotating the transmission input shafts and/or the balance and drive shafts opposite that of the crankshaft so that there is approximately equal mass turning clockwise and counterclockwise at any time, thereby physically canceling the effect. | The longitudinal crankshaft two-cylinder V as seen on [[Moto-Guzzi]]s and some [[Honda]]s is less common. This orientation is well suited for [[driveshaft|shaft drive]] by eliminating the need for a 90° [[bevel gear]] at the transmission end of the shaft. In motorcycles, a longitudinal engine fits well inside the frame, and aids cooling because both heads protrude out into the air. <ref name=Coombs/> However this approach has the slight disadvantage in motorcycles of causing a torque reaction that tends to lean the motorcycle slightly to one side as the angular rate of the crankshaft increases or decreases. The faster the change, the larger the torque it produces. However, many motorcycle manufacturers have corrected for torque reaction by rotating the transmission input shafts and/or the balance and drive shafts opposite that of the crankshaft so that there is approximately equal mass turning clockwise and counterclockwise at any time, thereby physically canceling the effect. | ||
==See also== | ==See also== | ||
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[[Category:Engine configurations]] | [[Category:Engine configurations]] | ||