Quote:
Originally Posted by mikstr
refresh my memory on that one Larry... how many MotoGP races did that engine participate in and what did it garner for results? Oh, and by the way, the cylinder spread is less than 90 degrees, obvious even to my untrained eye, further evidence that even for those choosing v4s your suposedly ideal 90/360 option is dead and buried... Poor Larry, another reality flash....
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Flash... Ducati is exploring the 90º / 360º V4 option for 2010... so mikstr how can it be
dead and buried???
Casey Stoner Nov 12 2009
"We are testing a new engine it's got a new firing order (big bang)
something to smooth everything out and to make the bike easier to
ride. So far it's been very positive, the bike feels really good,
we've got a little more torque, it's just more consistent as I come
out of the corner we've found a lot more traction because the engine
isn't so peaky and so touchy (screamer) that I've really found a heck
of a lot more traction with the same settings that we've been running
all weekend so we're really happy."
Nicky Hayden Nov 12 2009
“We worked on confirming a few things today and I think we found what
we were looking for. I like the changes we've introduced to the bike,
the power delivery is definitely more progressive (big bang) although we still
need to find the ideal setting for it. I got my lap times down by a
couple of tenths today, thanks to the new Bridgestone tyres, which are
great.
KTM V4 MotoGp story to refresh your memory...
The engine was a 70° V4 with a dry sump,water cooling, fuel injection
and pneumatic valves. The throttles were by a normal cable,but with a
kicker motor attached to the pair of butterflies serving the rear
cylinders. Pistons were by Mahle, and rods by Pankl. A six-speed
gearbox in a semi-stacked arrangement, similar to that ultimately
selected by Honda for their Evo RC211V,was fitted. The dry sump used a
four section oil-scavenge pump (two pumps paired up, actually) and a
single pressure pump. The oil tank was situated under the engine,
looking just like a normal sump, but the dry sump design ensured that
there could be no windage losses on the crank. All the gearbox gears
were individually served with oil jets, as were the base of the
pistons. The pneumatic valve-spring system was built in-house to
Trieb's specifications after the decision was taken not to pursue the
DelWest 'off the shelf' option. This used pressures in the 11 to 14bar
range.
KTM had not gone ahead with their own bike project because of worries on
costs, this led to Roberts building a new front-biased chassis.
KTM produced an additional run of ten engines to ensure the team could
compete for the entire season. The engines used in the first few races
were the original prototypes, and these were close to their time limits.
Unfortunately,those new engines had the crankpins made with too low of
main bearing clearance,and a series of engine failures finished the teams
hopes at LeMans;the problem was sorted by the next race.
Unfortunately around this same time, relationships between KTM and
TeamRoberts became fraught. By Brno they broke down, and KTM withdrew
their engines. Fore seeing such a possibility,KR had one of the old
five-cylinder bikes available for Jeremy McWilliams,and that is what rolled
out of the front of the garage. By Saturday afternoon all of KTM's engines
were in their truck and KTM's MotoGP adventure came to an end.
Finally KTM gives us the full treatment
Linear Mode
