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34-529: The model name designates the following: A limited-production run of a hand-built, road-going version designated RC213V-S was introduced in 2015 as a MotoGP replica. Honda merchandised a Sports Kit upgrade package to allow owners to improve the specification for non-road use. Compared to the RC212V, the most significant new design features of the RC213V were its 1000cc displacement and 90° cylinder angle. The widening of

68-475: A crankpin split of only 60° instead of 180°, potentially giving a shorter and stronger or stiffer crankshaft. For 60° V6s, the crankpins are usually split the other way causing the paired pistons to reach top-dead-centre 120° apart. As with many even-firing engines with four or more cylinders, an even-firing four-cylinder engine is sometimes referred to as a "Screamer". A "long bang" inline 4 engine fires both pairs of cylinders in quick succession or simultaneously;

102-539: A different firing order on an inline-three and introduced a "T-plane" crankshaft on the 2020 Tiger 900 . In this case, cylinders 1 and 2 are offset by 90° and cylinders 2 and 3 are offset by at 90°, resulting in the crank pin arrangement resembling the letter T. Triumph claims improved low-end character, off-road feel, and a unique sound. Triumph Street Triple & Speed Triple , Triumph Rocket III , MV Agusta Brutale series 675 & 800 Note that typical two-stroke V4s have four crank throws or pins (see below) so it

136-415: A lot about. It was Honda who discovered in 1992 that a firing order with even intervals was not conducive to good traction. In 2017, specifications for the RC213V indicated a 180° crankshaft and “four simultaneous power strokes,” implying that the new firing intervals might have been 90°-90°-90°-450° , but the exact specifications were not revealed. For the 2019 Grand Prix Season , three specifications of

170-463: A replacement rider for Casey Stoner, following his crash at Indianapolis. At the first pre-season test in late 2011, Pedrosa and Stoner were at the top of the timesheets. From their combined efforts, with the Repsol riders winning 12 races of 18, and finishing 2nd and 3rd in the riders championship, the RC213V won its maiden constructors championship under the first year of 1000 cc regulations. In 2013,

204-503: A single-cylinder four-stroke engine. Inline twins with a 360° crankpin offset or flat-twins can be easily converted into twingles by firing both of the cylinders at the same time and installing a camshaft or camshafts that operate both cylinders' valves in parallel. Because many such engines already employ the wasted spark principle, only the camshaft modification is necessary. The Vintage Dirt Track Racing Association (VDTRA) 2010 Rules have banned vintage motorcycles from being set up as

238-551: A single. In a parallel twin, both pistons reach top dead center at the same time. In a parallel twin where the pistons move up and down at the same time, the crankshaft angle is 360 degrees. The classic British parallel-twins ( BSA , Triumph , Norton , AJS & Matchless ) all had 360° crankshafts that, compared to a single , gave twice as many power/torque impulses for a given amount of crankshaft rotation, these impulses are equally spaced to give an equal firing interval: once every 360 degrees of crankshaft rotation. However,

272-472: A twingle. A narrow angle V-twin such as the 45° Harley-Davidson naturally has slightly unevenly spaced power strokes. By changing the ignition timing on one of the cylinders by 360° the power strokes are very closely spaced. This will cause uneven fuel distribution in an engine with a single carburettor . The Harley-Davidson XR-750 with twin carburettors was a popular bike to twingle. It had great success in flattrack racing. A straight-three engine

306-507: Is achieved by changing the ignition timing , changing or re-timing the camshaft, and sometimes in combination with a change in crankpin angle. The goal is to change the power delivery characteristics of the engine. A regular-firing multi-cylinder engine fires at approximately even intervals, giving a smooth-running engine. Because a big-bang engine has uneven power delivery, it tends to run rougher and generates more vibration than an even-firing engine. An early big bang application and possibly

340-421: Is important to stipulate all four crank pin phases with the two-stroke engines. The "split" in this case is referring to the difference in phase between piston pairs in "opposite" banks that would normally share a crank pin in a four-stroke engine. The Ford V4s use split-pin crankshafts, like many 60° V6s . Just as with a boxer-four, piston pairs from opposite banks reach top-dead-centre at the same time, but with

374-455: Is most often equipped with a 120° crankshaft that fires evenly every 240°. The Laverda Jota 180 , produced between 1973 and 1981, was the first motorcycle to use a different kind of crankshaft. In the Jota, a "flat-plane" crankshaft was used which has cylinders 1 and 3 offset by 360° while the second one is offset by 180° from the outer cylinders. Triumph Motorcycles Ltd is another company that used

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408-428: Is not available for US models. These results are accurate up to the 2023 Valencia Grand Prix . ( key ) (results in bold indicate pole position; results in italics indicate fastest lap) *Season still in progress. ( key ) ( key ) Big-bang firing order A big bang engine has an unconventional firing order designed so that some of the power strokes occur simultaneously or in close succession. This

442-722: The RCV1000R , a simplified "production racer" that non-MSMA teams Gresini Racing , AB Motoracing and the Aspar Team raced in 2014 . The RCV1000R lacks the seamless shift gearbox and the pneumatic operated valves of the RC213V and uses the official Dorna-issued ECU software. For 2015 the new RC213V-RS replaced the RCV1000R, adopting the pneumatic operated valves but still lacking the seamless shift gearbox. as per FIM Regulations as per FIM Regulations Rear : Pro-Link (Öhlins) Rear : Steel disk (Yutaka) On 11 June 2015, Honda released

476-481: The 2019 riders' and constructors' championships. Whatever Honda's changes were in the following three years, they were not for the better. After Honda won the constructors' championship in 2012, 2013, 2014, 2016, 2017, 2018, and 2019 with the RC213V, Ducati won in 2020, 2021, and 2022 with the Desmosedici. In those three years Honda could manage only 5th, 4th, and 6th in the constructors' standings. When asked about

510-501: The 360 twin had a mechanical primary engine balance that was no better than a single. Inline twins , Japanese inline twins of the 1960s (such as the 1966 Honda “Black Bomber” and the Yamaha TX500 ) adopted a 180° crank that afforded perfect mechanical primary engine balance , but gave an unequal firing interval; 180 degrees, 540 degrees, 180 degrees, 540 degrees etc - due to one of the two pistons needing to be at top dead centre at

544-554: The 90°-270°-90°-270° " droner " intervals of Honda's 360°-crank superbike racers, the RC30 and RC45 . For the 2012 season, Honda fielded two factory RC213Vs, ridden by Repsol Honda teammates Casey Stoner and Dani Pedrosa ; a third and fourth were used by Álvaro Bautista on the Gresini Racing team, and Stefan Bradl on the LCR Team . Jonathan Rea also competed in two Grands Prix as

578-498: The RC213V were tested by Marquez and the newly signed rider, Jorge Lorenzo . The tests were conducted over two days at the Circuit Ricardo Tormo near Valencia , Spain. On the first day, the times were recorded as 1:31.718 for Marquez and 1:32.959 for Lorenzo. On the second day. they were 1:30.911 and 1:31.584, respectively. The chosen specifications were not revealed, but they must have been good ones, as Marquez and Honda won

612-414: The angle from 75.5° to 90° made it possible to increase the displacement to 1000cc without raising the center of gravity and gave the engine better primary balance. Because a balance shaft was no longer necessary, weight was saved. Advances in electronics now made it possible to control handling without a reverse-rotating crank, and because the new forward-rotating crank didn't need an idle gear, more weight

646-492: The beginning of the power stroke. The Yamaha TRX850 pioneered the use of a 270° crank. This configuration allowed a firing pattern more regular than a 180° crank, and less regular than a 360° crank. A 270° crank gives the best possible secondary engine balance for a parallel twin, and its exhaust note and power delivery resembles those of a 90° V-twin. A "twingle" is a four-stroke twin-cylinder engine with an altered firing order designed to give power pulses similar to

680-444: The changes for 2022, project manager Takeo Yokoyama explained, “In the past two years, we had problems with the grip on the rear wheel...We decided to start from scratch with the engine. We built the new bike around the new engine." Yokoyama didn't reveal any details, but it appears the engine was tilted backwards. According to one report, everything but the V4 configuration and the firing order

714-486: The first day of the Sepang Test, and 1st, 2nd, 3rd and 9th on the second day. After Yamaha won the constructors' championship in 2015, and the rules began to prohibit sophisticated electronics in 2016, Honda went back to a heavier, reverse-rotating crankshaft as the best way to improve handling, By 2019 all the constructors would reach the same conclusion. Honda also went back to a "big bang" firing order, something they knew

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748-598: The limited-run RC213V-S. The motorcycle is a street-legal MotoGP replica. Honda claims the motorcycle shares 80% of its parts with the MotoGP version. Differences include steel valve springs instead of pneumatic valves, stainless steel brakes instead of carbon brakes, 6-speed sequential manual instead of seamless shift, 17" Marchesini wheels instead of 16.5", and a larger steering angle. European models rev to 12,000rpm with an optional power kit increasing it to 14,000. US models are limited to 9,400rpm due to sound noise laws. The power kit

782-461: The official DORNA-issued ECU software, as opposed to the RC213V's HRC-developed custom software. The RCV1000R's 90-degree V4 valve-spring engine produces more than 175 kW at 16000 rpm, with torque of 110 N· m, and is equipped with a conventional transmission. The package supplied to each rider includes 2 machines and 2 spare engines. Teams can conform to the Open class 12-engine regulation by maintaining

816-462: The pins and changing the V-angle, in terms of ignition timing). This was called a "big bang" engine. Yamaha created a big bang YZR500 in 1992. The YZR500 had two crankshafts like a U engine and the angle between each pair of cylinders was 90°, like a V4. In 1997 Mick Doohan wanted to run a 180° screamer engine. HRC crew chief Jerry Burgess explained "The 180 got back a direct relationship between

850-466: The power delivery is identical to a parallel twin with a 180° crank and similar to a V-twin. In 2005 Kawasaki experimented with this configuration on the ZX-RR MotoGP bike. Typical two-stroke V4s have four crank throws, or crank pins, instead of the two that most four-stroke V4s have (two connecting rods sharing each pin). This is primarily because each piston needed its own sealed crankcase volume for

884-497: The purposes of efficient induction, where in some cases separate crankshafts served each bank in order to achieve this. The Honda NSR500 began and ended its life as a "screamer", where the pistons were phased similarly to a four-stroke V-four with a 180° crank. However, in 1990 Honda set the crankpin phases of each pair of pistons within each bank to be the same (like a four-stroke "droner": 360° crank), but with each bank's crankpins offset by 180° to each other (effectively "splitting"

918-489: The reigning Moto2 champion Marc Márquez replaced retired Casey Stoner on the Repsol Honda team, and won the riders championship on the RC213V. Dani Pedrosa came third in the riders' championship, and the RC213V won its second constructors' championship in its second year on track. In 2014, at the first pre-season test at Sepang , the RC213V continued to top the time sheets, with its riders coming in 1st, 3rd, 5th, and 6th on

952-460: The seamless shift gearbox and the pneumatic operated valves of the RC213V . It is less fuel-efficient, and will have a 23-litre fuel tank, less than the 24 litre maximum for the 2014 Open class but still significantly more than the 20 litre limit for the RC213V and the other 2014 bikes with “Factory” status. Although the machine's geometry is nearly identical to that of the factory RC213V, its ECU uses

986-425: The source of its discovery is reputed to be American west coast desert racing off-road and also flat track racing motorcycles in the 1960s, where it was thought that large-capacity single-cylinder engine bikes had better traction compared to twin-cylinder engined bikes with similar power, hence 360-degree crankshaft twins were reconfigured to fire both cylinders at the same time, giving the same power impulse interval as

1020-621: The supplied engines through 12 cycles. Following his first test of the 2014-spec RC213V and the RCV1000R, Casey Stoner described the latter as having "a similar feeling to the RCV but with a little less power and a different feeling in engine braking." ( key ) (results in bold indicate pole position; results in italics indicate fastest lap) Note: Hiroshi Aoyama will debut the new Honda RC213V-RS Open class bike at 2014 Valencian Grand Prix , then become an official HRC test rider in 2015 . This motorcycle, scooter or moped-related article

1054-414: The throttle and the rear wheel, When the tire spun I could roll off without losing drive. The big bang has a lot of engine braking, so it upsets the bike into corners, then when you open the throttle you get this sudden pulse of power, which again upsets the suspension. Mick's secret is corner speed, so he needs the bike to be smooth and the 180 is much smoother." Honda RCV1000R The Honda RCV1000R

Honda RC213V - Misplaced Pages Continue

1088-411: Was a road racing motorcycle developed to race in the Open class of the MotoGP world championship for the 2014 season. It was basically a simplified "production racer" version of the RC213V that non-Motorcycle Sport Manufacturers Association (MSMA) teams could enter in the Open class. The RCV1000R lasted only one season, being replaced by the newer Honda RC213V-RS in 2015 . The RCV1000R lacks

1122-419: Was changed. Nevertheless, Ducati continued to dominate, and Honda fell even farther behind. Marquez had several crashes and was sidelined for much of the season, though the crashes were not necessarily the fault of the RC213V. However, Honda's Pol Espargaro claimed that the 2022 variant had "no strong points," and test-rider Stefan Bradl claimed it had "unacceptable" heat problems. On 7 November 2013 HRC revealed

1156-526: Was saved. The 90° angle gave Honda more options to experiment with firing order, and in 2012 Honda wanted a firing order that would maximize horsepower. The RC213V's original firing order was described as “screamer mode." Compared to the firing order of the RC213's immediate predecessors, it may have been, but the actual specifications were not revealed. The intervals may have been the 180°-270°-180°-90° near-screamer intervals of Honda's V4, 180°-crank, VFR, or perhaps

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