Analysis of information sources in references of the Wikipedia article "V-twin engine" in English language version.
But the engine, now fitted lower, in front of the rear axle, had progressed to become a narrow vee-twin with cylinders at 20°, and giving an estimated 1.6hp at 700 rpm.
...the boxer had three unique innovations that would remain throughout its years in development:The engine design included transversely mounted cylinders, which were cooled by exposure to the passing air.
The transversely mounted [cylinder] V-twin, as used to good effect for many years by Moto Guzzi, slots easily into the frame, and has excellent cooling as both heads are stuck out into the wind. It also provides the perfect set-up for using shaft drive.[permanent dead link]
Ducati's engines, which are longitudinal (they are positioned lengthwise in the frame) most obviously display the "L" configuration, but Moto Guzzi's engines, which are transverse (arranged croswise in the frame), are also at 90 degrees.
In some construction layouts the transverse width is the same as a single-cylinder engine, which allows very narrow frames and bodywork with small frontal areas.
An air-cooled big-bore V-twin in particular can get very hot, especially the rear cylinder, which is not exposed to as much cooling air as the front.
By arranging the rest of the engine internals to rotate in the opposite direction to the crankshaft their forces are cancelled out without having to resort to the weight, complexity and friction associated with two crankshafts.
According to my source at Moto Guzzi Technical Services, "The Guzzi engine is a 90-degree 'L' twin, actually, because the cylinders are oriented at 90 degrees, instead of a typical V twin that has a smaller angle ( 60-degree, 77-degree, etc.). It is called 'transverse' because the engine is mounted with the crankshaft oriented front to back instead of left to right. Because of this you cannot run a chain or belt drive directly to the rear wheel like in most motorcycles. This is why you have a separate gearbox that bolts to the engine and transfers the power to the rear wheel via the drive shaft. This is how it is done on the Moto Guzzi and a BMW.
By 1934 Guzzi offered a range of 175, 250 and 500cc models including full touring machines. The next year they raised the ante once again, challenging the all-vanquishing Norton at the legendary Isle of Man TT, basically a course the British racer owned lock, stock and single barrel thanks to a phenomenal rider, Scotsman Jim Guthrie. Moto Guzzi went to a Brit for riding skills, one Stanley Woods. They gave him a new racer featuring a 120-degree V-twin with offset cranks firing at 180 degrees with bevel gears and shafts driving the SOHC, good enough for 44 hp at 7500 rpm and 112 mph, on equal standing with the Norton. It had an ace up its sleeve so to speak in that it incorporated a type of pivoted-fork rear suspension while the frontend was a springer, a design that had never won a Senior TT due to its handling deficiencies, or so was thought. Guzzi had done some tweaking in that department as well. It also came equipped with a massive twin-leading shoe front brake, a 4-speed gearbox, and alloy wheels, another innovation to cut down unsprung weight. When the dust had settled and the calculations determined, the wreath of victory went to Woods and Moto Guzzi, leaving Norton as they say, gobsmacked. Not only that, the Guzzi had smashed the track lap record. The next day Moto Guzzi was world famous.
Though the Valkyrie also has a longitudinal crankshaft, this torque reaction has been eliminated by making some of the components, such as the alternator, spin the opposite direction of the engine.
By 1934 Guzzi offered a range of 175, 250 and 500cc models including full touring machines. The next year they raised the ante once again, challenging the all-vanquishing Norton at the legendary Isle of Man TT, basically a course the British racer owned lock, stock and single barrel thanks to a phenomenal rider, Scotsman Jim Guthrie. Moto Guzzi went to a Brit for riding skills, one Stanley Woods. They gave him a new racer featuring a 120-degree V-twin with offset cranks firing at 180 degrees with bevel gears and shafts driving the SOHC, good enough for 44 hp at 7500 rpm and 112 mph, on equal standing with the Norton. It had an ace up its sleeve so to speak in that it incorporated a type of pivoted-fork rear suspension while the frontend was a springer, a design that had never won a Senior TT due to its handling deficiencies, or so was thought. Guzzi had done some tweaking in that department as well. It also came equipped with a massive twin-leading shoe front brake, a 4-speed gearbox, and alloy wheels, another innovation to cut down unsprung weight. When the dust had settled and the calculations determined, the wreath of victory went to Woods and Moto Guzzi, leaving Norton as they say, gobsmacked. Not only that, the Guzzi had smashed the track lap record. The next day Moto Guzzi was world famous.
According to my source at Moto Guzzi Technical Services, "The Guzzi engine is a 90-degree 'L' twin, actually, because the cylinders are oriented at 90 degrees, instead of a typical V twin that has a smaller angle ( 60-degree, 77-degree, etc.). It is called 'transverse' because the engine is mounted with the crankshaft oriented front to back instead of left to right. Because of this you cannot run a chain or belt drive directly to the rear wheel like in most motorcycles. This is why you have a separate gearbox that bolts to the engine and transfers the power to the rear wheel via the drive shaft. This is how it is done on the Moto Guzzi and a BMW.
...the boxer had three unique innovations that would remain throughout its years in development:The engine design included transversely mounted cylinders, which were cooled by exposure to the passing air.
In some construction layouts the transverse width is the same as a single-cylinder engine, which allows very narrow frames and bodywork with small frontal areas.
An air-cooled big-bore V-twin in particular can get very hot, especially the rear cylinder, which is not exposed to as much cooling air as the front.
Though the Valkyrie also has a longitudinal crankshaft, this torque reaction has been eliminated by making some of the components, such as the alternator, spin the opposite direction of the engine.
By arranging the rest of the engine internals to rotate in the opposite direction to the crankshaft their forces are cancelled out without having to resort to the weight, complexity and friction associated with two crankshafts.
An air-cooled big-bore V-twin in particular can get very hot, especially the rear cylinder, which is not exposed to as much cooling air as the front.
