V4 Racing Engines

• Scat V4 Racing Engines For Sale
• Scat V4 Racing Engines

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A V4 engine is a four-cylinder piston engine where the cylinders share a common crankshaft and are arranged in a V configuration.

V4 engines are much less common than inline-four engines. However, V4 engines have been used at times in automobiles, motorcycles, and other applications.

Design[edit]

Most V4 engines (except for the two Ford engines) have two crankpins that are shared by opposing cylinders. The crankshaft is usually supported by three main bearings.

Compared to the more common inline-four engine layout, the advantages of the V4 include a shorter length and— when a 90-degree V-angle is used with the optimal firing interval— perfect primary balance which reduces vibration.^[1] The design can also result in a smaller rocking couple than an inline-four engine, and the shorter crankshaft is less susceptible to the effects of torsional vibration due to its increased stiffness.^{[citation needed]}

A disadvantage of V4 engines is that it requires two cylinder heads and exhaust manifolds (rather than only one each for an inline-four engine),^[2] which increases cost and complexity. V4 engines are also wider than inline-four engines and it can be more difficult to incorporate ancillaries, inlet systems, and exhaust systems while maintaining a compact size. Although a 60-degree V4 engine is more compact than a 90-degree V4 engine, the 60-degree design does not have perfect primary balance and therefore often requires a balance shaft to reduce vibrations.

Automobile use[edit]

The earliest automotive use of V4 engines were in Grand Prix racing (later called 'Formula One') cars. One of the pioneering V4 engines was in the 1898 Mors rear-engined car built in France.^[3][4]At the time, the lack of vibration from the V4 engine was a key selling point,^[5] however by 1901 the V4 engine was replaced by a conventional inline-four engine.

In the 1907 French Grand Prix, the car entered by J. Walter Christie used a 19,891 cc (1,214 cu in) V4 engine, the largest engine ever used in a Grand Prix race.^[6] The engine was mounted transversely in the front and the car was front-wheel drive. The car retired from the French Grand Prix after just four laps, however it later set a speed record of 164 km/h (102 mph).^[7]

The first V4 engine used in production cars was the Lancia V4 engine that was first used in the 1922 Lancia Lambda.^[8] The Lancia engine was a narrow-angle design with an angle of 20 degrees between the banks and a single cylinder head with one overhead camshaft shared by both banks. It also used aluminium for both the block and head (which was rare for the time).^[9] Lancia produced V4 engines until 1976, when they were replaced by flat-four engines.

The 1960-1994 ZAZ Zaporozhets was a Ukrainian city car which used a rear-mounted V4 engine.^[9] This engine— based on the engine used in the LuAZ-967 amphibious military vehicle— was air-cooled with a magnesium block and was produced in displacements from 0.7–1.2 L (43–73 cu in).^[10]

The AMC Air-cooled 108 was a 108 cu in (1.8 L) built from 1960-1963 for use in the lightweight M422 Mighty Mite military vehicle.^[11][12] The M422 was by Jeep in the United States and designed to be transported by helicopter.^[13][14]

Beginning in the 1960s, Ford's European divisions produced two unrelated V4 engines.^[9] The first was the Ford Taunus V4 engine, produced in Germany from 1962–1981. The Taunus was a 60-degree V4 engine with water cooling and overhead valves. Initially designed for use in front-engined cars, it was used in various Ford models and also used in the Saab 95, Saab 96 and Saab Sonett models. It was also used in the mid-engine Matra 530 sports car.^[15][16][17] The second Ford V4 engine was the Ford Essex V4 engine, produced in the United Kingdom from 1965-1977 and used in several Ford Corsair, Capri, Consul, Zephyr and Transit models.^[18] Although designed separately to the Taunus engine, the Essex also was a 60-degree V4 with water cooling, overhead valves and designed for use in front-engined cars/vans.

The Porsche 919 Hybrid LMP1 racing car used in the 2014–2017 seasons used a 2.0 L (122 cu in) 90-degree turbocharged V4 engine that was mid-mounted.^[19]

Motorcycle use[edit]

One of the first motorcycles powered by a V4 engine was the 1931-1935 Matchless Silver Hawk built in the United Kingdom. The Silver Hawk used a narrow-angle 16-degree V4 engine with a single cylinder head, pushrod valve actuation, and air cooling.

The 1936-1938 Puch P800 was built in Austria for both civilian and military uses.^[20] The P800 used a very wide-angle 170-degree V4 engine (therefore being close in appearance to a flat-four engine) with two cylinder heads and air cooling.^[21]

V4 engines were used during the mid-to-late 1980s, especially in transverse-engined Honda motorcycles that had a 90-degree V4 engine with water cooling.^[22]

The Majority of 2020 MotoGP manufacturers chose the V4 configuration for their bikes.

• Aprilia - 90° V4 for 2020 season.

Yamaha & Suzuki retain the in-line 4 configuration

Other uses[edit]

In 1935, the Wisconsin Motor Manufacturing Company began producing petrol (gasoline) V4 engines for industrial, agricultural and stationary applications,^[23] with several farm equipment manufacturers using the Wisconsin V4 engines.^[24] In 1968, the largest Wisconsin V4 engine was the V-465D with a displacement of 177 cu in (2.9 L) and a power output of 66 hp (49 kW) at 3000 rpm.^[25] The company produced V4 engines until 2019.^[26]

In the mid-1940s, Turner Manufacturing Co in the United Kingdom produced a diesel water-cooled V4 engine for industrial and marine uses. This engine was used in the 1949-1957 Turner Yeoman of England tractor.

Mitsubishi Heavy Industries built the 4ZF, an air-cooled diesel-powered V4 engine used in the Type 73 Armored Personnel Carrier and related Japanese military vehicles since 1973.^[27][28]

Scat V4 Racing Engines For Sale

Another use of the V4 engine is in outboard motors for boats.^[when?] They are usually two-stroke engines with a carburetor. Some of the largest manufacturers are Johnson, Evinrude, and Yamaha. V4 engines are popular in this application due to their short length.

See also[edit]

Scat V4 Racing Engines

References[edit]

1. ^Dusil, Tomáš (17 May 2017). 'Automobilový vidlicový čtyřválec (V4): Proč se skoro nepoužívá?'. Auto.cz (in Czech). Retrieved 20 March 2018.
2. ^Torchinsky, Jason. 'Why Are V4 Engines So Rare?'. Jalopnik. Retrieved 20 March 2018.
3. ^'Grand Prix Cars - Mors 60 HP'. grandprixhistory.org. Retrieved 7 December 2019.
4. ^'MORS'. brighton-early.com. Archived from the original on 9 December 2004.
5. ^'The Mors Motor-Car'. The Automotor and Horseless Carriage Journal: 272–273. March 1897.
6. ^'Top 10, motores V4 como el de Porsche en Le Mans'. revistacar.es (in Spanish). 17 July 2017. Retrieved 20 March 2018.
7. ^'Walters V4'. klassiker.nu (in Swedish). 30 October 2018. Retrieved 7 December 2019.
8. ^'100 Years of Motoring'. The Motor: 52. 25 May 1985. Retrieved 20 March 2018.
9. ^ ^abc'Obsolete Engines 101: The Mythical 'V4''. Car Throttle. 10 September 2009. Retrieved 19 July 2012.
10. ^Baldwin, Nick (1987). The World guide to automobile manufacturers. Facts on File Publications. p. 530. ISBN9780816018444. Retrieved 20 March 2018.
11. ^'Mighty Mite M422'. 4WD Online. Archived from the original on 16 July 2011. Retrieved 20 March 2018.
12. ^Morr, Tom (1 January 2013). '1961 AMC M422A1 Mighty Mite - Tin Soldier'. Four Wheeler Network. Retrieved 20 March 2018.
13. ^'AMC M422 Mighty Mite Jeep (1959-62)'. motor-car.net. Retrieved 7 December 2019.
14. ^'Ranking The Best And Weirdest Engines Ever Made By Jeep'. autowise.com. Retrieved 7 December 2019.
15. ^Cole, Lance (2011). SAAB 99 & 900: The Complete Story. Crowood. ISBN9781847973528. Retrieved 20 March 2018.
16. ^McCourt, Mark J. (December 2017). '1971 Saab 96 V4: A Ford-sourced engine gave this Swede a new lease on life'. Hemmings Motor News. Retrieved 20 March 2018.
17. ^Henshaw, Peter (2004). Sports Cars: 500 Series. MBI Publishing. p. 178. ISBN9780760319956. Retrieved 20 March 2018.
18. ^Lee, Peter (2015). Ford Transit: Fifty Years. Crowood. ISBN9781847978745. Retrieved 20 March 2018.
19. ^'Porsche starts in Le Mans with four works cars'. Porsche AG. 13 January 2014. Retrieved 16 February 2014.
20. ^'Austrian Motorcycles'. Classic Motorcycles by Sheldon's Emu (in Spanish). Retrieved 8 December 2019.
21. ^'Puch P800'. motos-of-war.ru. Retrieved 8 December 2019.
22. ^'Historical V4's'. Honda Media Newsroom. American Honda Motor. Archived from the original on 23 February 2014. Retrieved 17 February 2014.
23. ^Swanson, David (2003). 'Early History Of The Wisconsin Motor Company'. Wisconsin Motors Canada. Retrieved 14 January 2016.
24. ^'Wisconsin Motors advertisement'. Product Engineering. 32: 415. 1961. Retrieved 14 January 2016.
25. ^'Wisconsin Motors Corp'. Automotive Industries. 138: 64. 1968. Retrieved 14 January 2016.
26. ^'Engine: W4-1770'. wiengines.com. Archived from the original on 17 February 2019.
27. ^'Type 75 Multiple Launch Rocket System'. military-today.com. Retrieved 8 December 2019.
28. ^'Type 75 MLRS 130mm Multiple-Launch Rocket System - Japan'. militaryfactory.com. Retrieved 8 December 2019.

Simon Skinner is Norton’s Executive Director and Head of Design, who joined the company in February 2009 from Triumph as one of Stuart Garner’s first appointments after acquiring Norton the previous year. Here he explains the genesis of the 1200cc V4 that’s got the whole world talking.

The engine has been developed in conjunction with the former Vepro design consultancy in nearby Coalville, 10 miles away from the Norton factory at Donington Hall. Founded in 1999 by Triumph’s former Head of Engine and Transmission Design, Neil Wright, Vepro was acquired in October 2014 by design industry giant Ricardo to form Ricardo Motorcycles, and has been working on the new Norton projects since December of that year. An industry leader ever since its foundation in 1915, Ricardo has worked ever since then on developing new vehicles with any number of wheels for companies all over the world, from Ferrari to JCB, Volkswagen to Piaggio. It’s worked for most major motorcycle manufacturers including Triumph and BMW, for which it developed the C650 range of scooters, as well as the six-cylinder K1600GT and the K1300S motors. Now it’s the turn of Norton, as Simon Skinner explains.

“The V4 project officially started 18 months ago, but it’s been in our minds for a long time,” Skinner begins. “When I first started with Norton seven years ago we had some very early discussions about the type of bikes we wanted to develop, including a V4. But we had to get the Commando into production properly first, and get the worldwide distribution sorted, which we’ve now done. But also, because the growth rate of Norton has been so fast, we never really had the cash to invest in research and development until 18 months ago, when we first became profitable — we’d been growing at 50-60 percent year-on-year, so all our money had been tied up in building volume.

“So now we’ve been able to focus better on the V4 project that we’ll launch at the Birmingham NEC Show this coming November, with production starting sometime in 2017. The engine is being developed in conjunction with Ricardo, and it’s coming together really well as we’ve been able to design a bike and a motor together at the same time as an integrated, really compact package, which is quite a rare opportunity — rather than having to wrap a frame around an existing engine. We’re using the Aprilia-engined Norton TT racer as the basis for the chassis design in terms of developing geometry, as well as developing electronics and a bit of ergonomics, too.

“Of course, if you have a fast TT racer you’ll have a fast road bike, so that works really well even though the 1000cc RSV4 motor has a slightly narrower 65° cylinder angle, whereas the 1200cc Norton V4 has ended up at 72°. But in spite of being 200cc bigger our motor is actually physically smaller than the Aprilia, so it fits in largely the same hole that the Aprilia left in the frame, which of course is very good. But that’s not because it’s an ultra-short stroke design, it’s just the way we’ve designed the architecture of the motor, with the biggest difference being that the balance shaft on the Norton V4 is beneath the crankshaft so that it ends up being a really short motor, whereas the Aprilia’s is in front of the crankshaft, making it longer. So we can get our 1200cc engine in the same space in the chassis that they got their 1000cc motor.”

“I can’t speak high enough about Aprilia after working with them on the RSV4, but obviously one of the problems of a narrow-angle 65° V4 like that is the throttle bodies tend to stick up higher, which makes the overall engine package taller. That’s one reason for the Norton having a wider 72° vee angle, which aside from giving us a little better packaging around the throttle bodies, also gives us space to get more power from a slightly bigger airbox. Our V4 engine has four valves per cylinder — paired, not radial — and is obviously liquid-cooled with double overhead cams per cylinder bank, driven by chain. It’s not gear driven, since gears are too noisy for a road engine. We’ve paid a lot of attention to keeping the height of the engine down, so we’ve designed an ever so slightly different a camdrive layout to the Aprilia, which lets us take 15mm off the height of the motor compared to the RSV4. The targeted weight of the engine is about the same as the Aprilia, around 160-165lb ­– but then again it’s 20 percent bigger in capacity with a wider Vee-angle, so that’s quite a tough target.”

“The chassis will be a hand-polished aluminum tube frame made from aerospace aluminum and billet parts, welded in house and like the TT racer with a single sided swingarm and Öhlins suspension, but it’s different to the SG5 in that we’ve got a slightly more compact rear subframe. There are lots of upsides to a V4 motorcycle engine, but like any other engineering design there are downsides as well, and with a V4 you’ve got a rear cylinder head parked between your legs. This naturally means you get a bike that’s wider down the middle, which is not what you want — so we’ve looped the frame rails over the rear cylinder bank, then down and around beneath. You’ve got a slim feeling when you sit on it and it makes the bike very compact down the middle. Since the key model we’re aiming to produce with it is a sort of two-wheeled Aston Martin, a kind of hypersports tourer, the bike has always been designed with a passenger in mind. However, although the frame structure and the rear subframe will be strong enough to take a passenger, the first model will be a single-seater, so it’ll all be about the style and the speed and the noise!

“It’ll be a premium motorcycle, so besides the fully adjustable Öhlins suspension everything on any Norton V4 will be strictly the best — full carbon bodywork, Brembo monoblock radial brakes, BST carbon wheels, hand-polished billet triple-clamps, a titanium exhaust, full color TFT dash, a choice of carbon fiber or billet aluminum for the single-sided swingarm, LED headlamps with angel eye daytime running lights, and a full set of electronic rider aids including traction control, anti-wheelie and so forth. It needs to be an appropriate level of technology, so we’ll need ABS, but we don’t need 10 different anti-wheelie settings — it’s not what Norton’s about. With Ricardo handling the design work, we’ll go straight to production tooling for the V4 — we won’t make any prototypes, but will tool it up straight away. The problem with prototypes is, if I go and billet machine the crankcase and it cracks in the middle, is it because of the machining, or is it that I designed it wrongly?! Knocking off a million pounds to tool up a motor makes it a big deal, but you’re never quite sure when you do prototypes why it’s failed, and if it passes I’ve got to do the due diligence and testing all over again on a production part. So we’ll go straight to production spec, and make sure we thoroughly test the result before releasing the bike to customers. We’ve not had an engine running on the dyno yet, but that’ll happen before the end of the year.”CN

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