USA Top Motorcycle - 2010 BMW S 1000 RR prancing ponies come via 999cc lump. Sporting a an extremely oversquare 80 x 49.7mm bore and stroke, this equates to a very short stoke ratio of 0.621 and the biggest bore of any 1K sportbike on the market. A forged, single-piece and heat-treated steel crankshaft is mated to “anti-friction” bearings and features traditional 180-degree angles for a consistent firing order. Con-rods are also steel, but are said to be an “extra-light” forged makeup, weighting 334 grams each. At the end of each of these sit forged lightweight “box” pistons with a thin-ring design for less dynamic friction. Each piston weights a mere 253 grams as well, further reducing internal rotational mass. This is all housed in a horizontally split aluminum crankcase, the upper section die-cast to form a stiff overall unit. This upper half also holds a very small 6-speed stacked gearbox which mates to a wet slipper clutch. Above sits a cylinder block featuring nikasil coating for reduced friction and wear, while a compact cylinder head features a narrow valve angle (11.2 degree intake and 13.3 degree exhaust), claimed to “provide ideal intake ducts as well as a compact combustion chamber for high compression.”
Tuesday, September 21, 2010
2010 BMW S 1000 RR | USA Top Motorcycle
USA Top Motorcycle - 2010 BMW S 1000 RR prancing ponies come via 999cc lump. Sporting a an extremely oversquare 80 x 49.7mm bore and stroke, this equates to a very short stoke ratio of 0.621 and the biggest bore of any 1K sportbike on the market. A forged, single-piece and heat-treated steel crankshaft is mated to “anti-friction” bearings and features traditional 180-degree angles for a consistent firing order. Con-rods are also steel, but are said to be an “extra-light” forged makeup, weighting 334 grams each. At the end of each of these sit forged lightweight “box” pistons with a thin-ring design for less dynamic friction. Each piston weights a mere 253 grams as well, further reducing internal rotational mass. This is all housed in a horizontally split aluminum crankcase, the upper section die-cast to form a stiff overall unit. This upper half also holds a very small 6-speed stacked gearbox which mates to a wet slipper clutch. Above sits a cylinder block featuring nikasil coating for reduced friction and wear, while a compact cylinder head features a narrow valve angle (11.2 degree intake and 13.3 degree exhaust), claimed to “provide ideal intake ducts as well as a compact combustion chamber for high compression.”
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