PARALLEL TWIN: 360° vs 180° vs 270° - Ultra in-depth but EASY TO UNDERSTAND - ENGINE BALANCE
Вставка
- Опубліковано 5 чер 2024
- 00:00 Intro
00:35 Motorcycle and car applications and firing intervals
05:00 Acceleration, Velocity and Force
07:58 Primary balance and vibrations explained
12:22 180° and 360° twins primary balance and rocking couple
16:10 270° primary balance
16:49 Secondary balance and vibrations explained
20:07 180° and 360° twins secondary balance
21:34 270° secondary balance and rocking couple
22:40 Balance summary and reasons why the 270° twin is so popular nowadays
25:25 Pumping losses
What is up engine heads, today we’ll be taking a very detailed look at the engine balance of parallel twin engines and we will compare the three different widely used parallel twin configurations that can be seen on motorcycles and even in some cars, the 360, 180 and 270 degree inline twin or parallel twin engines. Although this will be a very detailed and long explanation I promise that it will be organic and easy to understand for everyone and I guarantee that if you pay attention, by the end of this video you will have the satisfaction of a newfound appreciation for the reciprocating piston engine.
So let’s start from the basics. An inline twin or parallel twin cylinder engine is any engine where the there are two cylinders right next to each other in the same line using the same cylinder head. An inline twin can also be called a straight twin or a parallel twin engine because the two cylinders are in parallel.
The only other two cylinder configurations are the V-twin and the flat twin. Unlike the inline twin both the v and the flat need two cylinder heads as the two cylinders are physically separated from each other.
Now when it comes to the inline twin cylinder engine there are three widely used configurations. 360 degrees (most British bikes from the 1930s and onward such as the Norton Commando, BSA A65, Matchless, Triumph Bonneville, BMW F800GS, Kawasaki W800 and the Fiat Twin air engine ),
180 degrees(Most two cylinder Japanese bikes from the 60s including the Honda CB450, Suzuki GS400, Yamaha XS500, with modern examples being the Ninja 650 and the Yamaha R3 )
and finally 270 degrees (Honda Africa twin, Honda NC750, New Honda Rebel, Aprilia RS660, Tuono and Tuareg, BMW F900XR, All Triumph twins after 2016 like the street twin, street scrambler, bonneville, bonneville bobber, yamaha mt-07, yamaha r7, yamaha tenere, Royal Enfield continental GT and interceptor ). The degrees refer to the firing interval of the engine in crankshaft degrees.
First up we have the 360 degree twin. In the case of this configuration the pistons move up and down together. So a cylinder fires, the engine rotates 360 degrees and then the other cylinder fires, again we rotate 360 degrees fire the first cylinder and so on. In other words the engine has an even fire interval and fires once every revolution.
Next up we have the 180 degree twin. In this case we have 180 degrees of separation between the two crank pins. This of course means that when one piston is at TDC or top dead center the other piston will be at BDC or bottom dead center. And as the engine runs it looks like this. A cylinder fires, the engine rotates 180 degrees and then the other cylinder fires. Obviously because we’re talking about four stroke engines here when the second cylinder fires the first one is still the other is on the exhaust stroke which means that the first cylinder must complete exhaust and also do intake and compression before it can fire again. Each stroke is 180 degrees which means that the engine must rotate another 540 degrees before it can fire again. The result is that the firing interval is uneven and goes 180 540 180 540.
Finally we have the 270 degree parallel twin. In this case there is 270 degrees or 90 degrees separation between the two crank pins, depending on how you look at it. The result is that one piston always trails the other by half a stroke or by 90 degrees or crankshaft rotation. When it comes to the firing interval of the 270 degree twin we have the following scenario: A cylinder fires, the engine rotates 270 degrees and then the other cylinder fires. When the second cylinder fires the first one will have completes half of its exhaust stroke which means that it has to complete the remaining half of the exhaust stroke and then do intake and compression which is 90 + 180 + 180 which equals 450 degrees. Meaning that the engine has to rotate another 450 degrees again before it can fire the first cylinder again. The end result is again an uneven firing interval of 270 450 270 450 270 450. This is the same as a v-twin which results in the 270 degree parallel twin having a similar soundtrack and character to a v twin.
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6:12 .. You should know that changing direction is also 'acceleration. So if you're driving down the road at a constant speed-- and then you TURN THE WHEEL-- that is also 'acceleration. Of coarse, it's still because of a change of speed-- being that you were going zero mph to the left, and now when you turn the wheel, you accelerate in that direction. Although it's also more complicated than that with angular momentum and inertia, ect. ect.. The point is that turning direction in a car is also acceleration, even if you are going the same speed-- most people don't realize that.
Great Video, well explained. Bravo. Our Planet Earth rotates at about 1600 KPH. To us standing on Earth, we cannot "Feel" that speed, as you said, it is constant, so no acceleration. If some calamity happens and the Earth slows to say, 1000 KPH, do you think we would Feel that slowing? Or would gravity nullify any difference? Would slowing our rotation decrease our gravity on the Earths surface, so would we get lighter, perhaps lift heavier objects etc? Ala Superman. Maybe a future video?
@@kramrollin69 Have you ever experienced an earthquake?
i.e. when the tectonic plate you were on was suddenly jerked in another fashion/dimension than you are used to?
If yes: which was worse, the lateral or the longitudinal force?
if no: do you still think the same?
@@calholli Skip to 3 minutes later in the video.
(I made the same mistake, maybe driving 4 answers forgoes this mistake in future videos?
@@mrvulcan Earthquake to Mag 4, yes. Interesting feeling, not near the epicenter, so no real movement, except the sensation. Rattling windows, deep rumble etc all quite exciting really. Experiencing the power of the Planet. Hear/feel tremors quite often where I live.
My 1981 Honda CB400T was a 360° parallel twin with a balancer shaft. Even though the engine was used as a stressed member of the frame (no rubber engine mounts) my friends who owned 4-cylinder bikes marveled at how much smoother my Honda was. My college roommate had a 1980 Yamaha XS 400 with the 180° engine, and that thing vibrated hard enough to make women sitting in cars in the next lane moan.
Damn
I want a Yamaha XS400 now. My TRX850 was a heaven for ladies already.
Love moaning women 😅😂🤣
Fun fact for ya
Honda 350/360 twins are a 180 crank, Honda 200/175 are 360 cranks.
And the frame you have is called a diamond frame… I’m an old Honda nerd.
Probably the most articulate presentation on UA-cam - not a single wasted word - a flawless presentation of a stream of quite challenging concepts
inline twins are the one of most desireable discussion which I would like to hear on this chanel. Thank you so much, that was highly appreciated
Heavy butt subtle innuendo detected.
Extra-amusing if not intended.
Hey, wait a moment, I think I prefer small-angle V-twins.
Looking for a joke about twins and this is almost it
I appreciate how you've grown into covering engineering aspects of these things that fascinate us to no end. Cheers!
Try to imagine that teachers at school would explain physics and maths concepts this way. Everybody will be clever. Amazing
As my kids ( btw they're all in there 20's and ride motorbikes) would say you're a Don. That's the most coherent description I have ever come across in 60 years. I'm in your debt Don "driving for answers" Corleone.
And here I thought originally that a inline 2 was only in a 360 format for a 4 stroke engine. We love you sharing your vast engine knowledge with us!
The stick figure hitting their head on the windshield frame had me ded.
I hate keyframe animations in premiere, I was about to fix it but then it somehow ruined the whole animation so I just went "undo" and left it there 😂
@@d4a Hahaha definitely best this way!
@@d4a Basically, both the primary and secondary balance make the motor jerk from top to bottom, so does an I3 motor have both a perfect primary and secondary balance?
@@riosena350 no
@@rickc303 So why does an inline twin motor have a perfect primary balance?
Not being a mechanical engineer or even a mechanic I never imagined there were so many things to consider when making an engine, this is a full and clear explanation but I will have to see it again at least twice so I can get it. Thanks for uploading.
Cant beat the sound of a 360 twin😍😍
My dad has an F700GS which have the same 800cc parallel twin with the F800 and I have to agree I love the its smooth deep growl.
I am a big fan of the 90/270 or 83/277 engine. I had an XS2 and I wouldn’t change a thing on it. The 360 was like music in how it breathes and the original camshaft. A twitch of the wrist and it was at 7500 rpm’s with a very pleasant sound. In 1973 the EPA required a cam change that really did away with the sound. As the bikes went on, they were still great bikes. And you could get them everywhere I got reintrested in bikes again and I found an 83 Special that was badly neglected and I got it cheap. I pulled the engine and had it bored to a 750 with new sleeves and the guy talked me into rephrasing it. Originally you could buy a pin with offset splines, but it became common to just split the crank and have it pressed back together 3 splines forward on one cylinder for a 83/277 order. I wanted a cam like the XS2 but cut and welded of course to the new order. I also changed it to points and centrifugal advance. I had already ported it by the time everything got back and it went back together nicely, an oil cooler new clutch and tires, a bobber mod for the frame rebuilt the forks and new springs. Fired right up just a kick start and removed and capped the starter hole. Painted it. It turned out beautifully. The cool thing about it is that it wound without effort to 8500 rpm’s and it sounded like a V8! Man it was a good bike. I lost my vision and had to give up driving and riding, but that was the neatest bike I ever had. I sold it for 3 times what I had in it if you don’t count my own labor. I would recommend a 70s to 80s Yamaha XS 650. If you love working on bikes there are few vintage bikes that are so rewarding!
Yeah you can, just rotate one piston by 180 degrees 😂
@@DoMeASolid nahhhhhhh 360twin gang 🤙🤙
@@DoMeASolidshut it
The best channel I know to get really a more in-depth explanation of how engines work.
As always, a very in-depth explanation and yet a very accessible one! very good job and thank you!
New sub here!
When I went from a Harley Sportster to a Triumph Bonneville in 2008 the lack of vibration was odd and almost creepy. It felt "dead". But I soon became accustomed to that proper English Twin's smoothness. You can actually keep a glass of wine on the bike as it runs. Now, when I jump on a Sportster it feels like a paint shaker. (FWIW I still like both bikes - very much)
When Bonnies went to 270 degrees they lost the authentic sound and feel of the classic parallel twin. They sound good, true - but nothing like the old, even-firing P-twins.
Your Triumph engine has not just 1 but 2 counter balance shafts. I agree that a genuine Bonneville needs to have a 360 crank. That's the reason for the feel, sound, and characteristics of the engine. Making it 270 changes all of that.
I've never known anyone who explains mechanics as well as you do! Thank you so much!
That's amazing!
I've always marveled at the engineering that goes into motorcycle engines.
Wow, this video was extremely informative and easy to understand! I've casually studied engine technology for many years, and this video was some of the "cream of the crop"! Thank you so much! I learned a lot from this. :)
After 35 years of riding I will be not even close to explaining the way you have..... great video. Great animation 👌
The first production 270 degree parallel twin engines were in Yamaha TDM 850 4tx and TRX850. I think around '98
Had the TDM 4tx almost 20 yrs ago and that was great bike and great engine.
TRX 850 1996 was the first in production. Nice bike. Donated it to a friend to revive it, recently.
I feel like I just went to university for an entire semester. Wow - incredible info - thanks for taking the time to teach us this.
Didn't think I would watch the entire piece, not only watched it but thoroughly enjoyed it, all made sense and was presented in a very interesting way using diagram-graph-description to great effect! Superb piece, thank you.
:rubbin hands together:
I can't wait for the 4cyl configs video
There will be a i4, flat 4, v4 video and also a parallel twin, vs boxer twin vs v twin in the future.
@@d4a This is one of the most UNDERRATED channels in the business man, love your content
Thank you! This is the most informative video about the inline twin engine that I've ever encountered, good job and keep at it mate.
I always love how in depth your videos are
Thank you for clearing up the mess in my head over the different parallel twin configurations.
Those are such difficult mechanical concept that is incredible how good cane you explain it.
Great video. Well done and very informative! Totally agree with the effect recovery gap has on performance. Great example is 250 4-cycle single short track bikes with a 720 degree recovery gap perform better than 250 2-cycles bikes with a 360 degree recovery gap. There are other factors as well but this one definitely plays role. I do however have to take exception to your statement about why Harleys were for so many years dominate in flat track racing since a lot of the British bikes were 500cc singles which would have a 720 degree recovery gap. The fact that the rules at that time allowed a displacement of 750cc for side valve bikes (Harleys) verses 500cc for OHV bikes (everybody else on British bikes). That was the by far the biggest factor.
Love the effort you put in and simplicity of your explanations. My favorite channel on UA-cam 👍
You have done a great explanation of each configuration. Its nice to see the theory linked with the real world effects for riders. Is a credit to you, Well done.
It would be interesting to see and hear your perspective on the different "V" / "L" / boxer twins and the respective comparisons of each in the same detail.
Keep up the good work!
It was very entertaining, as a owner of a tractor with a 180 inline twin and a engineer student I really appreciated the engineering aspect of those engines
YOU have an old John Deere!
@@dielauwen it's a Mc Cormick f137d
@@jeremycartier7760 I have never heard of a Mc cormick f137d. is it like a 2 cylinder farmall cub? Was it offered in the US?
@@robwhite3241 yes it's kind of a 2 cyl farmall cub, the engine is a F DD 74 but I think it was only produced and sold in France
It's probably why you never heard of it
Wow! Amazing presentation, so much knowledge transmitted so clearly. Now I understand how my 1980s Honda rebel and my new RE Interceptor feel so different. Thank you for the video!
SO.... The THUMP THUMP......THUMP THUMP....... THUMP THUMP (or "POTATO POTATO POTATO") of the Harley V-Twin in was actually the BETTER Twin engineering!!?? 😳😎
I'm almost 60, and a Retired Auto Mechanic and Engine Builder. You are about a THIRD of my Age, yet I've learned MORE from you about advanced Automotive engineering, Physics and Engine performance, than I had in my entire Career!!!
My Hat's off to you Sir. You are a very intelligent young Man!! 👌👍👍👏👏👏👏
Thank you for the kind words. Harleys aren't 90 degrees in the V so they don't have some of the benefits of a 90 V but they obviously do have the uneven firing interval. Although it does have advantages for traction it of course isn't a free lunch and increases vibrations which presents some challenges in its own right.
P.s. I'm more than half your age. 33 to be exact. The camera lies 😂
@@d4a
Thank you for taking the time to respond!! I forgot that the HD Twin was not 90 Degrees. We argue in the U.S. about that... Some say 60° some say 70°... A few even say 75°. V separation in that Engine isn't usually the top talking point.
ISN'T the Ducati a true 90?
..... You did look considerably younger!! Not a bad thing. LOL 😆
Yes, as far as I know almost all Ducatis are a 90 degree V. I'm not super familiar with Harley but they have a few different ones? Panhead, shovelhead, is it all the same degree?
bro, I've been looking for years for an explanation for this and you managed to explain it so well.. thanks
Haha, the feeling when two cylinders are more complex than four. Love your videos, as always
Great explanation! There is one Honda engine which came 360 and 180 versions, the 125 Twin. Never knew why, but obviously they chose 180 for the 12K redline full-power one, and now I understood their thoughts. We have one T2 from 1981 here, and it is incredibly fast...
The CM400 Honda had a 360 degree crank.
Great video! I recently tried to read an article on this subject, but ended up a bit lost. This video explained the subject in a way that I easily understood the advantages and disadvantages of the three firing systems. Excellent. Thank you.
Really awesome explanation.
I started watching for MR2 content as I have one too but now the channel is one of the best educational channels on YT, up there with Engineering Explained.
Thanks for all the research you must put into these videos and effort making diagrams!
You're the best engineering channel ever. I've been searching a channel like yours for years. I was wondering if you can do a video explaining which engine layout makes more power and why
The most cylinders and the most boost make most power 😂 Thank you for your kind words
Finally an engine I do actually use :D
I love your videos. Your crossplane video is also brilliant. Thanks for posting these and for your effort in producing.
For a piano tuner you surely know a lot about engines. Thank you for an extremely informative and interesting explanation of these different (mainly) motorcycle twin piston engines. I thoroughly enjoyed this one.
Another great video, complex made simple!!
Thank you
idk how i ended up here but now i know the difference
This channel is so underrated. Keep it up man, great work!
This is the best explanation of this topic I have ever seen. Great job!
This is an excellent technical presentation and very informative - thanks!
What a beast! Appreciate the effort!
This may be the best explanation of this subject I've ever seen. I have a good understanding of this subject but you still astounded me.
Thanks for the great explanation that even I can understand. Your channel is best for anyone who is no mechanic but wants to learn more.
Trying to figure out what to say only one thing came to mind....
Brilliant...
Thank You
Shib army!
I bought 400 dollars worth of shib, held for an hour, became convinced it was a scam and sold for 300 dollars.
The day before VB rugged the market, that investment would have been worth 6.6 million gbp
@@Nbomber sound like you should stick to your day job...
@@theelmobad1 or, learn to make better trades.
And try note to rope while thinking about it.
Either that or just start rugging people.
Great video, I was always wondering what was going on inside a parallel twin engine when I owned one. I hadn't put much thought into it and figured the 360 design would make the most sense. Turns out it was most likely a 180 design and i had no idea. Lots more interesting ideas to think about here, i've gone from not knowing what secondary forces are, to being half way down the worm hole now after watching videos here. I'm still thinking over the secondary forces pointing up thing.
Thank you for the work you put into these video.Your explanations are easy to understand,and the education I have received has helped very much.
I love my bike even more after watching this. Thank you for this detailed yet simple explanation for me, maybe for us who have no engineering background.
Excellent video, as per your usual!
And this was very interesting. Thank you!
Great video.The same instructional tutorial for the parallel 3 cylinder would be great.
Yes! I want to know how my Triumph is!
@@ogreCyques and my Can Am X3
Pretty sure I've already watched that one...
Triples almost always use 120 degree crankshafts with an even 240 degree firing interval. This has perfect primary and secondary balance but does have a rocking couple.
Thank you for sharing this information. I now have greater appreciation into what engineering goes into piston engines.
Thank you. I watched this twice. I wanted the physics & also the ride perspective, industry motivations. I have been reading up a minute but got it all this time. Great job!
Great explanation of the different designs. It would be interesting to know the difference in actual power delivered.
Can you ekpost to 3 cylinder for distribusi power and moments inertia for grafik sinusoidal run rotasi crankshaft.
I absolutely LOVE these videos! Engine balance has had black mystic cloud coverage for many years! These videos have lifted that cloud! Thank You!!!
I don't even care about motorcycles (or engines) but this is so interesting and so well done, I can't stop watching these videos. Well done that man.
PEEEEFEEEECT !!!!!!!!!!! Better then a Technical Uni lesson ! First time ever, but I began to feel already addicted !
Excellent video as always. As a request, could you make a video comparing a turbo to a super charger by listing all the pros and cons of both with real world examples of what application suits each better?
Love the channel! I know you get many requests but I'm interested in seeing an explanation of wrist pin offset in pistons. Excellent content in all your videos!
That's a nice idea thank you
de saxe principle. Henry Ford just loved it
Great video. You presented a lot of information but your presentation style allowed me to grasp it all.
Finally, finding good and easy explanation to understand!!!! Thank you
Great videos! It would be great a video explaining the differences between V4 engines and inline 4 on motorcycles.
30 years of riding & still learning something new! Great vid 👍🏻
You must be shown on tv for children education, just incredible !
I didn’t know that I needed to know this until I watched. Great explanation!
Your the best car teacher bro 💪🏾😎
Now it would be interesting to have the same discussion for a 90°-twin (Ducati) and a 3-cylinder (Triumph Speed Triple to see how they fare in comparison, better or worse.
Wow, I have been building racing engines (mostly V8s and V12s ) for 20 years, and have read many volumes on explaining this subject, but you just hit the nail on the head. Thank you!
super explanation!!!! Thanks. I now understand why my tracer 7 feels soooo good.
Thank you for this, I did not expect to learn so much. I think the 180d twins sound more menacing at high revs.
Agreed. With the 270° crank you don't really feel the power. And the 360° would sound like a chainsaw.
For those who are into side by side, the speed utv is 360°
The rzr xp is 180°
The Honda talon is 270°
Don't forget the RZR Turbo, which is 270°
Best explanation ever of 1st and 2nd (im)balance ! Thank you!
Great show. As an gas scooter designer, and engine developer . This is an interesting show on the harmonics . Thanks!
Thank you! I love my Ninja 300 With a 180 design 2-banger as it's smooth, fuel efficient and plenty peppy with its performance upgrades including flame-spitting full exhaust. (Sounds like a CH-47 Chinook Helicopter at certain RPMs!) I was almost ready to write-off the new Yamaha R7 as it 'only' has 2 cylinders, and less hp than an equivelant-sized 4cyl... That is until I HEARD it with a performance exhaust. It sounds so friggin good! I never did like the sound of a V-twin, but that Yamaha 270 degree parallel-twin (with performance exhaust) sound will rip a smile from your face! (same engine as an MT07). The 270 degree with less restrictive exhaust sounds rambunctiously deep and yet sophisticated at the same time. Torquey and fuel efficient too.
Thanks for a thorough video on parallel twin engines. Yamaha TDMs were a good examples of a switch from 360 to 270 deg crank engines.
The TRX850 started as a 270 (the first). The TDM shared many parts, but was 360 92'-95'. Became 270 in 96'.
The current ninja 650 is 270, not 360 as stated in the video
@@jasonwallace1793 Thanks for bringing the TRX up. This was the bike that was on the tip of my tongue... or my fingers.
However, pease keep in mind that the TRX (engine) was a derivative of TDM. Yes, the 270 crank engine was fitted first to the trellis framed TRX , but if my memories of publications serve me correctly, this was done largely due to marketing purposes.
When I saw a UA-cam notification pop up on my phone, I just smiled coz I knew there is another banger💣🤯🔥
Very informative series of videos. Been wrenching for years never considered how these things worked.
Did a great job with this video, keep engine layout videos coming!
Brilliant as always, my favorite UA-cam channel. Even better as it’s about motorcycle engines, I have always thought two wheels is enough.
I agree with you, I always carry 2 spare wheels with me 😅✌.
I have no use for this information, but I wish I'd come upon this channel earlier because It's just FUN to watch and learn
This video is amazing man. Really made me understand why I am enjoying the R7 on day-to-day use this much.
Very good video. Thank you so much for the effort.
And I understand now better why my 90 ° V-Twin runs so smooth without any balancing shaft involved.
You mentioned at the end that the 270 ° crank engine makes more torque lower down the rev range. Something I would agree from experience. But why has the crank configuration such an great influence on the cylinder filling at certain rpm`s?
Poor stick man. He was forced to eat the windshield upper part when deccelerate.
RIP stickman teeth
🤣
Exactly the explanation I was looking for. Thank you
Good to hear Harley was good at something. I love their engines.
Nice video! Well done.
The general idea of force acting on the piston as it changes direction is correct (obvious). Also, the function of the force over revolutions shaped like a sine wave makes sense, albeit only for an infinitely long connecting rod.
The rate of speed (acceleration) is a function of the crank angle and is highest, when the con rod forms a 90° angle with the line between crank pin and crankshaft centre.
That means that in short(er) stroke engines the highest acceleration (downward) is found around 30° either side of TDC.
He covers this in another video, but I do not know if it was prior to this comment or in response to it!
HI Driving 4 Answers - excellent presentation! Your engineering explanations are good for people to learn more and to understand the reasoning that led to these designs. It is also a good refresher for older engineers (like me) and a powerful motivational tool for younger kids to explore the "meaning and working of things". Thank you for all your research, time and effort you invest in these educational videos. Ciao, L.
I'm 63 years old and this video proves that you can teach old dogs new tricks! Cheers!
Brilliant explanation. Keep up the great work!
amazing video as always. and even though 360 is not so common, the w800 has a very smooth engine and its actually very nice on power delivery
That's because it's using a massive counterweight on the crank to smooth the primary imbalance, also why its redline is very low and it doesn't produce much power. It's basically a retro engine with a dash of modern tech to make it easier to live with than a Kawasaki or Triumph from the 60s. BMW used it on the F800 for a different reason, BMW used it because a 360 parallel twin perfectly emulates the feel and sound of a boxer twin, much like the 270 twin perfectly emulates the feel and sound of a 90 degree v twin.
A good vid. I wonder if you could go into the reputed advantages of the "perfect" 2:1 Rod-Length/Stroke ratio for which the Breganze Laverdas were so well known during the Seventies. I had a Laverda 3C and it is my very favorite bike of the 24 motorcycles I've owned. It was my only transportation at the time, and I just couldn't get routine maintenance parts from my local dealer in Berkeley, TT Motors, so I sold it to get a BMW R80-ST. I wouldn't go downward in quality, so it had to be BMW, but I always missed my big Laverda. The big Lav was very comfortable on the freeway, and an absolute torque monster with perfect gearing. Years later I bought a Hinkley Triumph Trident (with the 85 hp motor) and it had too much torque. Riding around town, and even in the hills, I always shifted past second gear as it felt redundant.
Fantastic job of explaining a fairly complex topic and making it understandable to the average Joe. And your delivery is amazing. How on earth can you speak so quickly and smoothly whilst still being able to breathe? You have truly mastered the English language and your accent is hardly noticeable. Cheers.
Finally someone explains the differences thank you love these video. Now to do one for the triple cylinder engines👌🤙👊✊
People who are very smart and have the highest understanding of a complex subject, are the best at explaining a complex jubject in a simple and easy to understand way.
This guy made this complicated thing very simple to understand. You still have to really pay attention and concentrate in order to get it.
teleprompter
@@brentbradley6711 He probably still wrote it himself. Nothing wrong with using a teleprompter.
@@actionjksn maybe
Great comparison, Its just missing some good sound examples of each. Hearing them, oddly, is quite telling about the pulses.
Agreed. Sound samples would have been the cherry on the cake. Excellent video though.
Always in awe of the masterful explanation. Thanks and cheers