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| A '''straight-two engine''', (aka '''straight twin''', '''parallel twin''', '''inline twin''', or '''vertical twin''') is a two-cylinder ] that has its cylinders arranged side by side. | |||
| There are three crankshaft configurations for this engine: 360°, 180°, and the new 270°: | |||
| * In a 360° engine, both pistons rise and fall together. The dynamic balance is identical to that of a single-cylinder engine, but with twice the number of ignition pulses. | |||
| * In a 180° engine, one piston rises as the other falls. This gives good primary balance, albeit with a rocking couple; but results in irregular ignition pulses. | |||
| * In a 270° engine, one piston follows a quarter of a turn behind the other. This is a compromise between the first two types, yielding results similar to a ]. | |||
| Unlike ]s, straight-twin engines do not use a common crank pin for both ]s; each cylinder has its own crank pin. Most British straight-twin motorcycle engines from the 1930s through the 1980s, such as Triumph, BSA, Norton and Royal Enfield, had two main bearings. An exception was the AJS/Machless, which had a third, center main bearing. | |||
| Honda straight-twin engines, which began appearing in the late 1950s, had four main bearings. Subsequent straight-twin engines have four, or occasionally three, main bearings. | |||
| ==Automobile use== | |||
| ]]] | |||
| In the past, straight-twin engines have been used in very small cars (e.g. ], ], and ]s like the ] and ]) and in farm equipment, notably by ] whose large two-cylinder engines were used in their line of farm ]s up until 1960. | |||
| From 1967 to 1972, Honda produced the ] and its successors N400 and N600 with straight-twin engines in 360 cc, 400 cc, and 600 cc sizes. The ] was produced from 1970 to 1972. From 1958 to 1971, Subaru produced the ] with a rear-mounted, rear-drive 358 cc air-cooled engine. | |||
| Current production cars that use an inline twin engine include the ], which has a 623 cc engine; and the ] TwinAir, which has a ] 875 cc engine.<ref>{{cite web | |||
| | url = http://green.autoblog.com/2010/07/13/fiats-twin air-2-cylinder-engine-makes-the-500-pure-fun/ |title=Fiat's TwinAir 2-cylinder engine makes the 500 pure fun |publisher=autoblog.com | | |||
| | accessdate = 2010-08-01 | |||
| }}</ref> | |||
| ] briefly considered creating an inline two-cylinder engine for ] use in the 1950s. ] worked with ] and ] on ] but abandoned the development after some tests of the engine in the F1-racer of that time. They hoped that the good low-end torque would make good for the lesser maximum power on twisting street-courses, but the fast escalating maximum power of the multi-cylinder-engines and the growing number of high-speed-courses killed the project.<ref>"Schnelle Motoren" (Author = Helmut Hütten)</ref> | |||
| ==Motorcycle use== | |||
| ], a sohc parallel-twin]] | |||
| ] Interstate, an OHV 360° parallel-twin]] | |||
| ] | |||
| ], a dohc 270° parallel-twin]] | |||
| The motorcycle world generally refers to these engines as "parallel twins" or "vertical twins", and the term "straight-two" is obsolete. "Parallel twin" refers to an engine mounted transversely across the frame; and the term "inline twin" refers to exclusively to an engine mounted inline with the frame, such as the ]. In four-stroke designs, the parallel twin is usually vertical or near vertical. An exception is the racing-only ], which featured nearly horizontal cylinders, and Suzuki two-stroke, small bore, street-bikes. | |||
| ]'s 1937 ] started a trend, and up to the mid-1970s ] parallel twins were the most common type of British motorcycles, being produced by Triumph, BSA, Norton, Ariel, Matchless and AJS. Italian, German and USA manufacturers have also made parallel twins, but BMW have made the ] their trademark, while Moto-Guzzi, Ducati and Harley-Davidson have specialised in V-twins. Japanese manufacturers still make parallel twins, particularly for middleweight bikes. USA-made parallel twins include the 1949 440 cc Indian Scout and the 1950 500 cc Indian Warrior. | |||
| Although the rise in popularity of the large V-twin motorcycle has seen the parallel twin fall out of favour, the latter retains these advantages over the former:<ref>''Fast Bike'' magazine August 1995 page 21</ref> | |||
| * A parallel twin is cheaper to make, having only one cylinder block and one cylinder head. | |||
| * Both cylinders can have the exhaust pipe exiting at the front, in the cool air stream. | |||
| * Siting of ancillaries (air-filter, carburetters, ignition etc.) is simpler. | |||
| * This simpler layout can potentially make maintenance access easier. | |||
| * The parallel twin is both lighter and shorter, allowing a lighter frame and shorter wheelbase. | |||
| * The motorcycle's centre of gravity can be sited optimally, i.e. lower and further forward. | |||
| * Provided a 270° crank is used, a parallel twin can simulate the "feel" of a V-twin. | |||
| ===Crank angle (360° and 180°)=== | |||
| All classic British four-stroke parallel twin motorcycles used a ] of 360°, which allowed the use of a single carburetor. (180° and 270° twins need twin carburetors). An early Kawasaki was a clone of the 360° British ]; but in the 1960s, Japanese manufacturers favoured the 180° whose smoothness allowed higher rpm and thus more power. For example, the 1966 Honda 450 cc dohc 180° “Black Bomber" could outperform contemporary British 650 cc 360° twins. | |||
| Many small motorcycles of less than 250 cc use a 360° crankshaft as the vibration issue was less significant; examples includes Honda's CB92, CB160, CA72, CA77s, and CM185. Larger twins over 500 cc, such as the Yamaha's XS650 and TX750, have used 360° crankshafts, but such parallel twins tend to feature balance shafts. The Honda CB-series in the 250 to 500 cc range used 180° crankshafts. Both the 1973 Yamaha TX500 and the 1977 Suzuki GS400 featured a 180° crankshaft and a balance shaft, while the 1974 Kawasaki KZ400 used a 360° crankshaft and a balance shaft. | |||
| A 180° crankshaft engine suffers fewer pumping losses than a 360° twin, as displacement in the crankcase stays roughly constant. However, a 180° engine requires a separate ignition system, points or otherwise, for each cylinder. The 360° twins can have a single ignition system for both cylinders, with a ] on each cylinder's exhaust stroke. The ] parallel twin motorcycle is a 360° design. Inherent vibration in the BMW F800 means its engine is limited to 9,000 rpm. BMW reduced the vibration using a third "vestigial" connecting rod to act as a counterbalance. | |||
| In ]s, the crank angle is generally 180° with a working cycle every 180°. Such an engine will produce fewer vibrations. An exception is the ], which featured a 360° crankshaft. The Yankee's configuration, which featured separate combustion chambers for the two cylinders, should not be confused with that of a ]. | |||
| ===Crank angle (270°)=== | |||
| A modern development is the 270° crank, which imitates the sound and feel of a 90° V-twin. A 270° engine requires a balance shaft to reduce vibration. Effectively, the 270° crank is a compromise that allows a more regular firing pattern than a 180° crank, and less vibration than a 360° crank. Also, just like a 90° V-twin (but unlike the 180° and 360°), the 270° crank never has both pistons stationary, thus aiding crankshaft momentum. | |||
| ==References== | |||
| {{Reflist}} | |||
| ==External links== | |||
| * on the ] of a straight twin engine. | |||
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| {{Piston engine configurations}} | |||
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Revision as of 01:29, 28 June 2012
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