Internal Combustion Tech Marches On


The two-stroke motorcycle has long been replaced by the four-stroke.  Now, Ilmore Engineering appears to have come up with a five-stroke engine.  Ilmore does a lot of stuff in Indy Car, Formula 1, and MotoGP, so they aren’t some fly-by-night firm with a wild idea.

Although, it is a wild idea.

With dual camshafts and an asymetrical three-cylinder configuration, the Ilmor is more than intriguing with its design, and promises to bring real benefits both to the race track, and to road-use. Most notably is a 10% increased fuel efficiency, and 20% weight reduction in power-plant weight.

With its 700cc, turbocharged, prototype motor, Ilmor is able to extract 130hp and 122 lbs•ft of torque. To achieve this, the motor employs two overhead camshafts. One is a “high pressure” camshaft, which turns at half the crank speed, while the other shaft is a “low pressure” camshaft, which turns at the same speed as the crankshaft.

Yes, you read that right.  A 700cc motor with 130HP and 122lb-ft of torque.  Those are…interesting numbers.  That’s what I call a real “Speed Triple”.  You’d need to put a second mortgage on your house to pay off your tire bill, assuming you don’t just wheelie right over and turn turtle, killing yourself.

But, assuming those difficulties can be overcome, it sounds like a neat idea.

Interesting Bookmark

Have you ever wondered about how your bike’s street performance might stack up against another bike.  Well, the folks over at Motorcyclist Online are there to help you out.  They have the actual dyno results and performance numbers of every bike they’ve tested.

I was reminded of that again, because, after my test ride of the BMW’s, I really wanted to see how they stacked up to each other in street performance.  The results are interesting, because one of my concerns about buying an RT–assuming my insurance settlement is enough to cover it, of course–was whether I’d find the performance anemic compared to my FJR.

According to that actual tests that Motorcyclist has performed, the results are:

Bike HP (HP @ RPM) Torque (lb. – ft. @ rpm) 1/4 Mile (sec. @ mph) Top Gear Roll-On  (60-80 MPH)
101.1 @ 7500 78.0 @ 6250 11.68 @ 118.8 4.30
127.6 @ 8900 79.3 @ 8100 11.30 @123.7 3.80
HD V-Rod 109.3 @ 8250 74.3 @ 7000 11.31 @115.0 4.05
FJR1300AE 127.2 @7900 89.6 @ 6800 11.86 @ 118.8 4.02

Well, I must say this comes as a surprise.  First, it seems that the AE is slower off the start than the RT, with a 1/4 time that’s 2/10 second slower than the RT.  Where the RT loses out is in the grunt at rolling from 60-80 in 6th gear, as the FJR does it 3/10 second faster rolling on in fifth.  I suspect that a 5th gear roll-on would be closer on the RT.

Another surprise is how close the performance between the K1200GT is to the Harley V-Rod.  That’s about a dead heat.  I suspect the K1300GT has some performance increase though. But for a cruiser (sport-cruiser?) the V-Rod is pretty hot.

But, based on the numbers above, I don’t see that the performance difference between the RT and the FJR AE model, like I have, would be particularly noticeable.  And based on handling alone, I can already see that I can hustle the RT faster through the corners than I can the FJR.

Can you hear me talking myself into it?

I really want to know what that insurance settlement is gonna be, now.