| Author | Message | ||
     Hondaamer |
Can anyone tell me the history of the motor? I put a deposit down last week and Buell sent me the brochure, but it doesn't go into any detail on the motor. Thanks | ||
| Metalstorm |
What history? It's a brand new, exclusive to Buell engine. History is being written as we go along  Unless you're talking about the history of it's development from an idea to an actual engine? I'd be wanting to read about that as well. | ||
| José_quiñones |
from Buell.com http://www.buell.com/en_us/news_events/newsdetail. asp?news_id=1230 The Helicon Engine The Buell 1125R Helicon engine is a high-performance, 72-degree DOHC liquid-cooled V-Twin specified by Buell and designed in collaboration with BRP-Rotax, one of the premier recreational-engine manufacturers in the world. Buell provided a detailed specifications list to BRP-Rotax, outlining powertrain requirements to meet the performance goals of the Buell 1125R. Buell also directly contributed technology and engineering on a number of key areas, including intake, exhaust and new DDFI 3 EFI system and furthermore gave valuable input to areas such as compensating front sprocket, transmission layout, the shift mechanism, engine cases and pistons. All major components of the Helicon engine are unique to Buell and developed specifically for the Buell 1125R, although a few components, such as the stator and various fasteners, are used in other BRP-Rotax products. The new Helicon engine will remain exclusive to Buell. The Helicon engine will be assembled by BRP-Rotax in Austria. The Buell 1125R motorcycle will be assembled by Buell in East Troy, Wisconsin. Its V-Twin design perpetuates the look, sound and character that have always help to define the Buell riding experience. Rather than design the Helicon engine to fit a specific displacement category or racing classification, Buell developed this powertrain to meet a customer experience specification, both in terms of its power output and its contribution to the overall performance of the Buell 1125R. The engine produces 146 crankshaft horsepower at 9800 rpm and 82 ft. lbs. of peak torque at 8000 rpm. Redline is 10500 rpm. Its generous 1125cc displacement allows the Helicon engine to make abundant peak power with a broad powerband and flat torque curve free of dips and weak spots. The Helicon engine is designed to make useable power across the entire RPM range that will enhance any riding experience. Helicon engine features: • 72-degree cylinder angle and a very compact case and cylinder head design allow the engine to be located far forward in the chassis, distributing 54 percent of the vehicle weight on the front tire. • The 72-degree V-angle provides a steep 18-degree valve angle and straight path for the down-draft intake system. • A cylinder angle of 72 degrees reduces shaking forces. The engine is also fitted with three balance shafts: two balancers for canceling primary rotating imbalance and a third balancer for canceling the rocking couple. • The displacement of 1125cc was chosen to create an optimal 103.0 mm bore x 67.5 mm stroke configuration ¡V generous bore for more valve area and better breathing and short stroke for reduced friction, increased rpm range and instant throttle response. • The engine has a low-inertia flywheel for a quick-revving performance and smooth shifting. • The engine is a stressed member of the frame and contributes to overall chassis rigidity. The swing arm pivot is located in the engine cases providing optimal pivot location and adding to overall chassis rigidity. • Dual overhead cams with self-adjusting chain drive on each cylinder to the intake cam and gear drive from the intake to the exhaust cam. This design requires less space over the cylinder head than a two-sprocket design, allows the engine to be located further forward, and reduces engine weight. • Valves are actuated with finger followers and adjusted with shims, a design derived from Formula 1 engine technology. • Finger follower valve actuation reduces friction, permits a quicker valve opening, and eliminates valve float. This design also allows a steep valve angle of 18 degrees and a downdraft fuel injection system. The design of the follower retention system makes shim replacement quick and easy, reducing maintenance costs. Valve covers are magnesium to reduce weight. • Primary balancing with three internal shafts reduces chassis weight by minimizing vibration isolation requirements. • Dry sump oiling reduces internal windage losses. An integrated oil reservoir is located in the lower left side of the crankcase casting to lower the center of gravity and help keep the engine compact. • Buell DDFI3 EFI is a closed-loop system for precise mixture control, resulting in smoother throttle operation and better fuel economy. Dual downdraft 61 mm throttle bodies provide superior intake air flow. A new ECU controls the TPS, IAC, and monitors engine performance while continually adjusting to the environment. • Ram-air system pressurizes the air box for a gain in peak performance. The air intake is located between the front fork legs and below the fairing. Air flow to this area and the size and shape of the intake were optimized using computational fluid dynamics (CFD) models. The 12-liter airbox is designed to accommodate a large air filter and to be easy to service. • Twin side-mounted free flowing radiators are mounted longitudinally within aerodynamic cowlings. The position of the radiator system lowers the center of gravity and centralizes mass, and allows the cowlings to direct free-flowing air to each radiator. The cowlings have an internal vane (splitter) to split airflow efficiently and were designed with computational fluid dynamics (CFD) models to optimize air flow at all speeds and to create a pressure differential around the radiator to pull air through the core. Hot air is also exhausted away from the rider for enhanced comfort. • The exhaust system features a large-volume muffler mounted below the engine to optimize cg location and mass centralization. The muffler is tuned to produce a linear horsepower and torque curve without the added cost, weight and complexity of an active exhaust system. A Helmholtz chamber within the muffler further reduces noise output. Twin brushed stainless exhaust outlets produce less exhaust noise than a single side-mounted outlet. | ||
| Hondaamer |
Thanks guys, |
