Is there a vast difference between these 2 motors? Obviously one is 3 cyclinder and the other is 2... The vtwin is low end 1-4k, and the triple is mid 3-6k... Am i missing something else?
Delta1
You'd have to ride them to honestly be able to describe how they act.
A twin is torquey and mellow acceleration, the I-4 is a screaming thrust of power kind of acceleration, triple is somewhere in the middle.
A twin is torquey and mellow acceleration, the I-4 is a screaming thrust of power kind of acceleration, triple is somewhere in the middle.
interesting
you'd think this means more cylinders is power higher in RPM range
how about a v12?
or is it just number of cylinders for X amount of displacement IE:
2 for 1000CCS = low
3 for 1000ccs = mid
4 for 1000ccs=high
v12 for 1000ccs = SUPPPERR HIGH 1283789K RPM power?
you'd think this means more cylinders is power higher in RPM range
how about a v12?
or is it just number of cylinders for X amount of displacement IE:
2 for 1000CCS = low
3 for 1000ccs = mid
4 for 1000ccs=high
v12 for 1000ccs = SUPPPERR HIGH 1283789K RPM power?
V twin = B***** explosions due to higher displacment per cylinder(2 500cc cylinders instead of 4 250cc cylinders) = more torque per explosion, but less explosions per minute.
I4= smaller explosions but more of them happening in a quicker sucsession. Less torque but more explosions per minutes
I3= between the 3 and 4
8 cylinder F1 cars rev to like 20k. But then they have a seriously short stroke and super light reciprocating mass.
This was a very basic explaination. I don't have the time nor patience for the detailed explaination
I4= smaller explosions but more of them happening in a quicker sucsession. Less torque but more explosions per minutes
I3= between the 3 and 4
8 cylinder F1 cars rev to like 20k. But then they have a seriously short stroke and super light reciprocating mass.
This was a very basic explaination. I don't have the time nor patience for the detailed explaination
Displacement, engine configuration and many other things dictate the acceleration characteristics. V-twins have that off idle torque that can only be compared to a V8 in a car, power comes linear off-idle but it tapers off as rpm's rise. A triple has a very linear powerband. I rode a triumph daytona 955 and the thing felt like it pulled the same from 3500 to 10500 rpm's. I guess that a triple could be compared to a high performance V6.
The 675 and the SV are tuned differently. Be careful. You cant compare a SS to the way a street bike is tuned.
Nice try there tiger.cheekybeast said:
One is a twin, and 2 of them are inline motors. Throwing a v12 into the question makes no sense.
Really the vtwin - LTwins would be mid, the triples would be mid-high, and the Inline 4s would be high end.
I can only compare v-twin to I4. This is like describing an elephant to a blind man but whatever.
The I4 is anemic down low but power comes on hard and fast at 8k rpm, hold on as it screams up to 15k rpm.
V-twin it feels like you're in the powerband by the time you let the clutch all the way out and it pulls very linear (No rush of power, its just constant pull) but peters out and you know to shift.
I assume a triple is somewhere in between.
The I4 is anemic down low but power comes on hard and fast at 8k rpm, hold on as it screams up to 15k rpm.
V-twin it feels like you're in the powerband by the time you let the clutch all the way out and it pulls very linear (No rush of power, its just constant pull) but peters out and you know to shift.
I assume a triple is somewhere in between.
The triple is the geatest motor ever devised by mankind. ok I been drinking just a bit, but really it's true.
I like the linear power of the triple. Very predictable, smooth power. The sounds emitted are pure joy also. I think it's the perfect blend between the raw low-end grunt of a dual and the ultra-high rpm super speed of the I4. None are wrong, and I have never ridden a 2 cyl at speed, but the triple is something everyone should have a go at.
I like the linear power of the triple. Very predictable, smooth power. The sounds emitted are pure joy also. I think it's the perfect blend between the raw low-end grunt of a dual and the ultra-high rpm super speed of the I4. None are wrong, and I have never ridden a 2 cyl at speed, but the triple is something everyone should have a go at.
I, too, have been drinking a bit, and I heartily endorse this statement.stealthy1 said:
I had a '97 Speed Triple for just over a year and about 8,000 miles, and it was easily the most well-balanced overall motorcycle engine I've ridden on so far.
The most comparable V-Twin I've ridden compared to this was an '00 Super Hawk. The big twin vibrated quite a bit (I thought it was going to throw a piston through the tank and into my balls!) but had big grunt everywhere! It definitely had a 'feel' to it - a lot of character, a neat sound, and it was pretty quick right out of the hole.
However, a triple, is an inherently very well-balanced motor. It has a few secondary resonance frequencies in the powerband (2500-3000rpm being the worst) where it made some funny buzzing feel, but other than that, it was absolutely butter-smooth, with linear power delivery from 4000 all the way up to 9000rpm. It definitely had better midrange punch than the 'Hawk, but gave up that sub-4000rpm thrust for it.
Due to having two large lumps of metal, a twin will almost always have more pronounced low-frequency vibrations than a triple or inline-four of the same displacement. The feel of the V-twin compared to a triple is night and day, but both have a very interesting feel to them. Try them sometime!
Good Triples to try out sometime, if you know someone that has one:
Any Triumph Speed Triple, Daytona 955i or 675, Sprint, or Thunderbird series bikes
Yamaha XS850 (old air-cooled triple)
Kawasaki H2 (hold the fuck on! 750cc two-stroke triple from the '70s that was often termed the "widowmaker".. one of the scariest bikes ever produced)
Benelli Tornado Tre/TNT
Triumph Trident from the early/mid '70s
Laverda 1000C or Jota (good luck even finding one of these!)
Porky said:
This guy deserves an award :bowdown
I never owned anything but a 4cylinder engine(besides my xr) in my vehicles. I have always craved the torque of a big v8 engine. because of that my next bike will most likely be a vtwin, or something with a V.
heres a question? how does the V4 (as in the Honda VFR800) compare to a V-twin?
V-twin, V-4, z-4...whatever.
The shape of the engine makes no difference the only thing that really matters is bore and stroke. The b***** the bore and the longer the stroke the more torque you make, but the downside is the larger piston and long crank thows can't spin as fast. This requires you to choice where you want to make your power. Since: HP=(Torque)x(RPM) you can make more horsepower by either spining the engine faster or making more torque at a given rpm. Ideally you want to do both.
V-twins allow you to make the horsepower at a lower rpm, due to the large bore diameter and longer stroke (in most cases). I4 make the power at higher rpm since thier bore and strokes are smaller than V-twins. 3 cyclinders are some place in the middle.
I decided on a V-twin since the majority of the riding I do is at rpms below 8,000, so why pay for power at 14,000 rpm that Id never use
The shape of the engine makes no difference the only thing that really matters is bore and stroke. The b***** the bore and the longer the stroke the more torque you make, but the downside is the larger piston and long crank thows can't spin as fast. This requires you to choice where you want to make your power. Since: HP=(Torque)x(RPM) you can make more horsepower by either spining the engine faster or making more torque at a given rpm. Ideally you want to do both.
V-twins allow you to make the horsepower at a lower rpm, due to the large bore diameter and longer stroke (in most cases). I4 make the power at higher rpm since thier bore and strokes are smaller than V-twins. 3 cyclinders are some place in the middle.
I decided on a V-twin since the majority of the riding I do is at rpms below 8,000, so why pay for power at 14,000 rpm that Id never use
The VFR800 has more midrange grunt than a 600. it also has a little more top end pull than a twin. So it also is an in between type of engine. The previous poster stating it has to do with bore and stroke is correct although things like cylinder firing order and such do have an effect on power delivery and are obviously different from singles, twins to V-4 to I4, etc... IMO more torque at lower RPMs is important for a streetbike to a point. You don't want something that is gonna wheelie you out of the seat every stoplight. (Or maybe you do?) You also don't want something that has awesome power but only when you get it to 10k RPM. Thats why I think I'm swearing off I4's for a while.
http://www.motorcyclistonline.com/images/VFR.dyno.jpg
http://www.motorcyclistonline.com/images/VFR.dyno.jpg
climb21cj said:
Yup....amen to that shit. My SV1K would just haul ass out of corners, that's where it was the strongest.bobbo84 said:
I thought V-Twin torque was the coolest until I bought my Hayabusa. Good lord.....
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