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I still don't get it:
A transverse crankshaft requires TWO sets of bevel gears from the engine to the real wheel. In engineering design class I learned that a set of bevel gears costs about 5% of power. So, we're losing 10% between the gearbox output and the rear wheel.
With the boxer and brick designs it makes sense - a longitudinal crankshaft lends itself to a driveshaft design.
But, why hold on to the driveshaft when it turns into an engineering fauxpas?
Why does BMW not simply put a belt on the wedge? A belt costs about 3% in transmission power. And guaranteed 20 pounds less weight. Plus, it would also solve the final drive problems
Or a chain??? No, that would be too Japanese
Something to get the crowds fired up...
So, here's my offer to BMW: If you put a belt on the wedge, I'll buy it. Till then, I'll ride my brick.
You wanna research that a tad Ralphie????The wedge inline four is basically the type of engine called the UJM (Universal Japanese motor). The first engine of this type in a motorcycle is the 1969 Honda CB750.
Ralph Sims
You wanna research that a tad Ralphie????
Das ist inkorrect.
Gilly
Consulted with a real cycle expert, he says in the 50s there were a few race bikes with transverse 4's, mentioning Gilera and NSU. There was an MV Agusta shown to the public in 1965, first one not sold until 1967.
The first Munch was shown to the public in Feb 1966, was in the Cologne bike show in Sept 66 (where Honda saw it), and the first one was sold in Nov/Dec 1966, so the first transverse 4 sold to the public, in this guys opinion, was the Munch.
Gilly
The K brick engine is a UJM mounted on it's side longitudinally.
Ralph Sims
That turn signal switch would keep me from buying one - I'm serious! Vas vere dey tinking!?
Where did this engine get designed...