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| N 100 Plan "L" Triple engine design vs Parallel triple http://www.kawi2strokes.com/forum/viewtopic.php?f=2&t=13475 |
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| Author: | Gmyers [ Fri Jun 29, 2018 11:09 am ] |
| Post subject: | N 100 Plan "L" Triple engine design vs Parallel triple |
Thought someone could explain to me - I have tried to get more information on this - What is the difference in the parallel triple and L triple engine design considered during the N100 development? The "L" design is referred to in many articles about the development of the Mach III. Thanks and Happy Fourth of July to everyone. G |
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| Author: | Ja-Moo [ Fri Jun 29, 2018 11:21 am ] |
| Post subject: | Re: N 100 Plan "L" Triple engine design vs Parallel triple |
Good question! Hope there is an answer out there. Mother Kawi also had a 500 based on the A7 350 twin rotary valve, which produced the same hp as the triple, but was deemed too mundane of a "look" for the new super duper Mach III that would put Kawi on the American map. |
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| Author: | H2RTuner [ Fri Jun 29, 2018 12:28 pm ] |
| Post subject: | Re: N 100 Plan "L" Triple engine design vs Parallel triple |
Along about this same time, Bridgestone had developed an air cooled prototype inline 3 cylinder rotary valve engine and bike, electronics behind the cylinders, in the V between flywheel and trans housings, under the 3 rotary valves set up like a later model Can-Am two stroke. I actually saw one of those bikes at Chiba, Japan, in the shop at Bridgestone while I was on leave. A friend of mine was on the development team that built it. It had a inlet port cavity in between the center and left cylinders, and a two piece rotary valve for the center cylinder that clamped to the crankshaft. All 3 carburetors were inline, like the H series, behind the rotary valve intake tracts, behind the cylinders. Reports were it was faster than all get out, but was fitted with Suzuki style double panel 4 leading shoe front brakes, and typical of the day death wish frame and suspension, totally death defying. Then, there was the super secret "H3" 750 4 cylinder two stroke. In very early 1973, only 4 of us from Team Kawasaki Road Racing, and 3 from Research & Development saw this bike, for ONE day only at Ontario in a closed session. This bike was the most likely candidate to replace the H2, in 1975, but never got built. It was designed by a very capable Japanese engineer, whom got a bit irritated when Kawasaki told him they didn't want, nor need liquid cooling on their street bikes, too heavy, too complicated. The engine had 4 cylinders, 4 rotary valves, arranged in a square design, 6 speeds, and was literally (mostly, when the front wheel was still in contact with the ground), a full-on, land based ballistic missile of the time. The engineer quit KHI and moved on.....to Suzuki, later designing and developing what we came to know as the RG500 Square 4. The twin rotary valve 500 was mundane, looked like a combination of an A7 and T500. Ran well, but, not snazzy enough. The "L" engine, well....................... |
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| Author: | falconman [ Sat Jun 30, 2018 2:09 am ] |
| Post subject: | Re: N 100 Plan "L" Triple engine design vs Parallel triple |
Honda had overheating problems with their L motor. Still would like to find one. I like a challenge. https://en.wikipedia.org/wiki/Honda_MVX250F |
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| Author: | DGA [ Sat Jun 30, 2018 1:49 pm ] |
| Post subject: | Re: N 100 Plan "L" Triple engine design vs Parallel triple |
The MVX250 was a New Zealand import back in '83 and '84. The rear center cylinder would sieze, as I wrote about on another thread, the rear cylinder had the piston thrust side on the exhaust on that cylinder, with the center pipe going out the rear of the bike. My brother and I raced in NZ production bikes back then and the Yamaha RZ250 was the better bike to use. |
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