coaster wrote: ↑
Wed Jun 05, 2019 1:16 pm
God i hate my last post, if the builder of this motor is reading please consider these steps;
Hayabusa 88mm bore spacing.
VW Jetta I5 88mm bore spacing.
48mm Vw big end journal?
Offset grind to 38mm big end,
Water jet cut a spacer for underneath the cylinder block to crankcase, machine to suit the stack height.
Its a start towards an even fire motor without resorting to a billet crank.
the VR5 has a 90 mm stroke and 11 deg bank offsets and end drive for power takeoff and camshaft etc
EDITED as next post says need inline 5 not VR5 - AND NB VR5 has 71 mm bore spacing
a Hayabusa 'true 5' needs a 63/65 ish stroke and inboard power takeoff etc
so the journals seem to need metal deposit (Stellite) building up of the inner flank
and (electron beam) welding etc to enable eversion of the power etc takeoff
isn't it less difficult to re-angle under heat (for 144 deg intervals) a Hayabusa crankshaft and add a 5th bit by EBW ?
Laverda made and sold inline 3 cylinder machines with 1000cc solid-mounted engines having '2-up 1-down' flat crankshafts
presumably helped as much as possible by suitable counterweighting
so can a '3-up 2-down' flat crankshaft be so bad vibrationwise as some seem to imagine ?
and can the mix of flat and crossplane that has been suggested be so bad ?