: Technology - Turbo & Supercharging

BMW Twin-Turbo 4.4 liter V-8

Sun, 22 Jun 2008 12:32:53 GMT

The new BMW twin-turbo V-8 has been engineered for a new line of cross-over SUVs for 2009. Technically, it's a unique peice of work: instead of the usual turbocharger location that you'd expect, the turbos are housed inside the V of the engine. The cylinders heads are reversed, with the exhaust ports inside the V and the intake ports on the outside.

Advantage: packaging of the engine in roughly the same width and length as the standard V-8.
Disadvantage: height, heat on the top of the engine, and management of overall airflow thru the engine compartment.

DrivingEnthusiast.net offers extensive BMW super high-res images of the new engine so that readers can study this fascinating new engine in detail. A sample low-res image is shown to the right.

Follow the link http://www.DrivingEnthusiast.net/sec-bmw/ (suggest <right click> and <open in new tab>) to the new BMW section and look under Engines for full detailed information. Similar information is also available for the existing twin-turbo inline 6.

Cosworth supercharger kit for the Miata

Thu, 22 May 2008 13:36:11 GMT

Real driving enthusiasts appreciate a wide variety of performance cars.. .so we'll take a break from my near-constant streeam of Camaro and Mustang news this week to relay you to the JDM Insider site for a report on the Cosworth supercharging kit for the Miata (er, MX-5).

It's nearly ready for sale and with 210 horses at the rear wheels it promises to transform the otherwise slow Miata into a real performance car. With excellent handling already built into the Miata, and with additional handling upgrades readily available, this kit looks to be the finishing touch to a very capable car. With the top down, this could be almost as much fun to drive as an S2000 - but with far more torque. And the weight of the new folding-metal hardtop option would be easily offset by all this newfound torque. Hmmm.......

Read the original story here: http://jdm-insider.com/Blogs/Eric/?p=898 (suggest right-click and Open in New Tab).

Big question: will an engine-driven supercharger on a high compression naturally-aspirated engine utilizing air-to-water intercooling stay cool enough for track days in extreme climates such as Texas? Most cars with this type of add-on equipment don't... so lot's more data is needed.

Turbo Magazine - Evo X 4B11 engine analysis

Sun, 13 Apr 2008 13:31:23 GMT

GREAT article in the recent Turbo magazine covering technical details of the new 4B11 Evo X engine. Worth your time to read.. .and be sure to save the link.

Continue via the link in the title of this post above. This is Part 1 of the article... keep an eye on your newstand for the latest issue of Turbo.

Meet the new Ford Ecoboost twin-turbo V-6

Fri, 11 Apr 2008 17:35:45 GMT

Meet the new Ford EcoBoost twin-turbo DOHC V-6 engine. Follow the link in the title of this post above and select the "EcoBoost" section. Press releases, and several technical high-res images are available. Note the EcoBoost blog category I've set up to highlight EcoBoost topics.

Click on the image to the right for just one of several high-res images showing parts of the engine in great detail.

This interesting new engine will be available in 2009 in the Lincoln MKS and MKT, the Ford Flex, the new F-150, and the 2010 Taurus (SHO?). It only makes 340-350 HP, and it's not intercooled. But it does make ~340 torque and the torque curve is very flat. It's been shown and discussed only with a 6-speed automatic at this point, although further transmissions are a possibility. Although Ford is not talking any further details, it's interesting to note that Ford has started to use a new automated manual dual-clutch 6-speed transmission in Europe behind a meager 4-cylinder engine. An advanced and much higher capacity version of that same type of transmission (although from Getrag) is used in the new Mitsubisho Evo X MR - and it's rated there at 340 torque. That'd make a nice SHO transmission!

Ford EcoBoost Technology video

Mon, 03 Mar 2008 14:34:03 GMT

Speaking of the Ford EcoBoost technology, Ford has thoughtfully provided this YouTube video covering the upcoming twin-turbo V-6 Duratec. It's targeted to produce 340 HP and 340 lb-ft of torque. It will be found first in the Lincoln MKS, and later in a wider range of vehicles including the Taurus.

Note the timeline that is shown... several other interesting facts there including an upcoming dual-clutch transmission. It's unclear which market he is talking about for the transmission, it's already known that it will be offered in Europe. Perhaps it will start here as an option in the upcoming Verve, followed by the (finally!) European Focus?

1981 DeLorean reassembly, restoration, and twin-turbocharging!

Sat, 29 Dec 2007 19:49:40 GMT

Here's a great site for an enthusiast to look over carefully. The author bought a totally disassembled 1981 DeLorean. By totally, I mean even to the point of the alternator being broken down into individual pieces. It's back together now and running well. The author has named the car 'Project Vixen".

The reassembly, the restoration, and the mid-point addition of a twin-turbocharger system took 5 years to complete. With many heartbreaks along the way: unexpected dot-com job changes, a freon explosion, an engine fire, countless technical gremlins, and the sinking feeling that the project might never be done. If there is a constant throughout the long months and years, it's his cute girlfriend who appreciates old cars herself and patiently stuck it out to the end (she's a keeper!). And the end result was cross-country drive to a national-level DeLorean car show their work was proudly shown.

Even if a DeLorean is not your own idea of what to restore (and I think it'd make a great project car), the trials and tribulations would be very similar. As you know, I've set my heart on a 240Z restoration... if and when the proper one comes along one day (there have been 2 near-misses so far). Many readers out there are starting similar projects over the winter months and will benefit from sites like this one. And you may want to think twice about what you're getting into....

This is one of these cases that I've discussed in my blog before... for those of us who are into track events, where dynamic and maximum performance is everything, a old car like this would never work well on the track (only a tiny handful ever does: I can think of one early Z with a GT-R engine I'd like to have). No structural integrity, no brakes, not enough horsepower, technically obsolete, no room for appropriate tires, crude suspension, tough parts availability, on and on. If you're hung-up on these issues, you won't find love with a project like this because you'll never be satisfied with the results. There is nothing worse than a love/hate relationship with a car (or a person). So you have to learn to grow beyond a single dimension and to appreciate "her" for what she is. If that means she only goes out for the occasional Sunday drive, well then sit back and enjoy her company. There is certainly more to life than driving at 10/10ths on a racetrack, and when you rebuild a car yourself and get the dirt under your own fingernails, you can appreciate that much more.

Jump to project site: http://www.projectvixen.com

Additional Reference: DeLorean Motor Company: http://www.delorean.com

AutoWeek - Miata to get 2.3 turbo engine next year

Wed, 22 Aug 2007 16:41:25 GMT

According to AutoWeek, http://www.autoweek.com/apps/pbcs.dll/article?AID=/20070821/FREE/70820007/1024/LATESTNEWS , the MX-5 "Miata" will finally get the MazdaSpeed 2.3 liter turbo engine next year!

The MazdaSpeed3 configuration of this engine is shown to the right (click on the link for a high-res image). Of course the intercooler would have to be moved and some other plumbing would change. The HP and torque ratings could go up or down depending on these changes; it is known that a 300 HP version has been built for the future MazdaSpeed6 featuring a slightly larger turbo. Even without it, the HP and torque of the Miata could go up by 100 each.

The new Miata has an excellent suspension that will easily be up to the power increase. A little firmer tuning (or by providing the sport suspension as standard) and some additional negative camber up front would be desirable. To learn more about how the Miata is built, take my extensive cutaway tour of the Miata here: http://www.drivingenthusiast.net/SD-mazda/products/mx5-miata/default.htm

Before moving to the high-powered turbo (and very light weight) Miata, it'd be a good idea to visit Skip Barber: http://www.skipbarber.com/racing_school/racing_school.aspx The school would also be useful for S2000 or Solstice/Sky owners because of the similarities between the three cars.

Now let's discuss the competition:

The Solstice/Sky will get an increase in power, add a 6-speed manual, and offer an optional fixed to couple configuration in the 2009-2010 timeframe. The 6-speed has already been shown by Pontiac; the increase in power has already been discussed (the engine is certainly capable of more), and the coupe has already been announced. Hopefully, the terrible ergonomics of the car will improve int he same timeframe as well.
The Honda S2000 soldiers on pretty much as is for probably 2 years more. The CR model is new for 2008, although it will be in very limited release (~1400/yr) and most dealers probably won't have one. An eventual all-new S2000 has been discussed and is believed to be closer to a Miata competitor. Look for a 200 HP K engine to be the likely standard engine - it's mass-produced and will go a long way towards reducing the cost of the car (versus the current hand-built engine). If we're lucky, the Acura turbo 2.3 will be an option, enabling the car to compete one-for-one with the MazdaSpeed Miata and Solstice/Sky. If we're not, the car will be relegated to a secretary special, like the current Miata. It's hard to believe Honda could leave the S2000 at that.

Ford TwinForce Twin-Turbocharged V-6

Sun, 07 Jan 2007 11:15:25 GMT

The new turbocharged V-6 engine from Ford has taken everyone by surprise. When the engine was introduced for production, a turbocharged variant was mentioned by not detailed. Now Ford is releasing additional details.

415 HP on E85 in the MKR concept.

What we don't know:

any details of the internals; if/how the engine was modified for turbocharging
packaging - location of the turbochargers
HP and torque on the production version (concept car might be rated higher?)
production plans for the MKR
usage in the upcoming MKS, and how the packaging would differ for the transverse mounting
HP and torque on straight gasoline.

Reference: V-8 engine for MKS and Five Hundred?

Press Release follows:

TWINFORCE™ V-8 POWER AND PERFORMANCE WITH V-6 FUEL ECONOMY

The Lincoln MKR concept introduces a new engine technology that delivers V-8 power and performance with V-6 fuel economy.

The new technology, named TwinForce™, will appear on future Lincoln and Ford vehicles.

TwinForce uses direct injection technology and turbocharging. These technologies are common in diesel engines, but have only recently been combined for use in gasoline engines.

“Everything we do is driven by our customers,” said Derrick Kuzak, group vice president, Global Product Development. “Our TwinForce engine technology is a key element of how we’re going after fuel economy gains without asking anyone to give up performance.”

TwinForce’s direct-injection fuel system is different than conventional port fuel-injected gasoline engines. Instead of squirting gasoline into the engine cylinder head, it directly injects gasoline into the engine’s cylinders at high pressures.

Direct-injection fuel systems can more precisely control when and how much fuel is injected into the engine cylinders, allowing for more efficient burn and improved combustion control that delivers optimal performance and fuel economy.

Ford’s new Duratec 35 all-aluminum V-6, named a 10 Best Engine by Ward’s, is the foundation for the TwinForce technology found in the Lincoln MKR concept.

The Lincoln MKR’s engine is flex-fuel capable, providing the driver with the flexibility to switch back and forth between gasoline and E-85 ethanol. At Ford, flexible fuel is an important step toward development of more efficient, renewable biofuels that can provide energy security as well as environmental benefits.

Combining the high octane found in E-85 or premium gasoline with TwinForce technology allows the Lincoln MKR’s V-6 to deliver 415 horsepower and 400 pound-feet of torque – an impressive 118 horsepower per liter.

To achieve this type of performance from a V-8 would require an engine displacement of 6.0-liters or larger. As a result of the smaller V-6, the Lincoln MKR concept delivers 15 percent better fuel economy than a V-8 with similar performance.

In North America, the market is growing for the new TwinForce technology. Ford Motor Company already has several direct-injection equipped 4-cylinder engines in production, including a 1.8-liter launched in the 2003 Ford Mondeo and the 2.3-liter turbocharged engine developed by Mazda for the 2006 MazdaSpeed6. The TwinForce technology used in the Lincoln MKR represents Ford’s first application of direct injection on a V-6 engine. Its development was led by Ford Powertrain Research and Advanced Engineering, the same group leading the production design and development of this technology in a pilot program intended to speed the time to market with the new engine.

Unusual: twin-turbo Focus

Fri, 27 Oct 2006 11:11:08 GMT

While this isn't something I'd normally cover, the twin-turbo intercooled Focus is an unusaul engineering approach and was well-made. Two turbos - located to the right of the engine over the transmission - makes a noice 300-350 HP from the stock computer (supplemented).

[continue at source]

Upcoming GM 6.2l supercharged truck engine

Thu, 20 Jul 2006 10:54:01 GMT

Digital Corvettes website has supplied some images snapped in a GM engineering lab of their new supercharged 6.2l V-8. And before you get your hopes up note that this is very clearly a truck engine - note the throttle body placement and the height of the engine. Follow the link toLeftLaneNews for introduction and then to DigitalCorvettes for discussing and analysis.

The Supercharged Mercury Marauder we never got

Mon, 17 Jul 2006 00:32:43 GMT

Here are two pictures of Mercury Marauder engines:

1) The first engine is the Marauder engine we didn't get - it was planned for a later model before the Marauder was suddenly cancelled. It's a 4.6 2-valve SOHC, supercharged and intercooled. Rated at 335 HP @ 5,250 rpm and 355 lb.-ft. @ 3,000 RPM. It was shown in the 2002 Chicago Auto Show show in another killed-off Marauder - a 2-door convertible prototype.

2) The second is of course the engine we did get - a 4.6 4V DOHC aluminum engine shared with the Mach 1 and Aviator (and note that this was *not* a Cobra engine, although it did use the 2003 Cobra heads). It made 302 HP and 318 lb-ft torque in this application (varying in putput across the applications because of intake and exhaust differences). Many of the early 2003 engines has a valve clearance issue with the cylinder wall and had to be recalled (yet another unacceptable mod-motor engineering issue). In the 2004 Marauder, this engine was enhanced with dual knock sensors to provide better part-throttle response, as well as improved tuning in the transmission.

So what happened to the Marauder? It lasted two years ('03-04) and was then unceremoniously dumped. Sales were an issue, safety of the base Panther platform was a very serious concern, Panther plans came and went with the wind, the plans changed for the modular engine family, and of course the car wasn't competitive against the upcoming Chrysler LX-platform cars (300C and Magnum). The Marauder, BTW, weighed in at only 150 pds more than the morbidly obese '07 Shelby 'vert - despite being 212 inches long.

On my site you'll find numerous pics of the production Marauder, as well as the concept. I've also located some convertible Marauder concept pics I'll add soon.

In January 2001, I was in Dearborn driving around after seeing the NAIAS show and came across a development Marauder driving between Ford sites. It was complete in every way, right down the Maruder lettering on the rear bumper, even though it wouldn't be announced for some time yet (was there an issue? This was a very early time to see this car in this final form - my theory was the engine wasn't ready yet, or budget for it was cut). Once the driver saw that I was following closely and had some interest, he floore dit and took off. And I noticed the exhaust sound was great!

So why bring up the Maruder now? Well, it was yet another example of Ford oding too little too late... they entered a market with a half-way product. Wrong platform. Wrong engine, Wrong transmission. Wrong timing. And then when it started to look good, it was abruptly cancelled. How maany times have we sene that?

And also because I watched the press announcement from Australia on the new full-size Holden sedan... which to summarize is everything the Marauder never was and never could be. It's very nicely done and more than makes up for the horrible old Holdens base don ye olde Catera chassis (aka GTO). GM now has a world-class rear wheel drive platform that makes economic sense for a variety of uses around the world - including the upcoming Camaro.

What does Ford have for a world-class rear wheel drive platform? Well:

- any number of Jags and Astons.

- The idea of an SVT Cobra that would have made a viable (and much cheaper) alternative to an M3 (a dream that was killed off with Nasser).

- A Lincoln LS that was never invested in (neither marketing nor follow-on updates) and was finally prematurely cancelled. And I say prematurely because despite needing a few updates this could have been Ford's own FM (Nissan/Infiniti) or LX (Chrysler/Dodge) shared platform. Yes, it was expensive to build - but modern and forward-thinking nd truly-innovative manufacturers have found it could have been built much more efficiently by sharing the entire platform with other major lines - including a volume line like the Mustang.

- The S197 Mustang? Don't even go there, it's unsophisticated and crude platform is under-suspended, overly large, and grossly overweight. And carrying around a dark pall because it was built on the remnants of the Lincoln LS chassis - minus all of the good bits. Every single one of them. What this car could have been, and what it ended up being - are sadly distinct.

- And the Australian Falcon... not exactly world-class engineering (it's old), and a platform that is coming to the end of it's lifespan. You'll have to admire the Australians for keeping this line going as long as they did and for making the most of it (despite a miniscule market, the platform was updated with SLA and IRS as it aged - as well as a big American 5.4 liter V-8).

Recently we've heard that Ford of Australia might be charged with creating a world-wide rear wheel drive platform. Having repeatedly seen the creativity of the Australians in nearly everything they do... there may be some hope here for a decent platform to get to the United States eventually. It depends entirely on budget, and perceived market. Budget because Ford of US is broke. "Perceived" market because there are serious energy issues in the mind of Bill Ford and getting back into the muscle market with large 4-dr sedans may not be in his strategic plan. So, in a scenario that is so familiar to Ford fans, we'll just have to wait and see. And wait, and hope, and wait. As usual....

References:

First pics - Range Rover Turbo Diesel V-8

Wed, 28 Jun 2006 12:54:45 GMT

Look for more details when they are made available in the future in the Ford engine section of this website.

Miata MazdaSpeed Turbo?

Thu, 18 May 2006 17:25:25 GMT

PistonHeads leads with a story that the Miata MX-5 may receive the MazdaSpeed 2.3 liter turbocharged and direct-injected engine.

http://www.pistonheads.com/news/default.asp?storyId?875

If you don't read this British site, I recommend it. They also have a subscribable newsletter.

Supra TT turbo diagrams

Sun, 30 Apr 2006 02:02:03 GMT

In light of the new twin turbo 335i from BMW, here's a look at the Supra TT - a *very* different turbocharger system.

Compare and contrast this to the much cheaper-to-produce - and much lower power - BMW twin-turbo. The BMW engine is of course modern and up-to-date, while the Supra engine would be dated in this day and age (it's a very early 90s creation). If it were brought up to modern standards (and didn't have to face the Japanese HP limit), it would probably make 450 horses. It was certainly built for it, and as my readers know there are any number of 500-600 HP examples running around - with many approaching 1000 HP. When Toyota says this engine was developed to 500 HP, then detuned down to 320, it's the truth.

The BMW engine, by comparison, doesn't have the internals to handle that, much less the flow. In fact, the internals were the main reason for the delay of the engine into production.

Here are three diagrams from the Supra shop manual. A very complicated engine, very expensive to produce (probably more than the BMW engine), but with enormous potential.

BMW Biturbo Petrol Inline Six Engine In Depth

Sat, 29 Apr 2006 04:48:32 GMT

WorldCarFans has the inside scoop on the BMW twin-turbo inline 6.

[Continue at source]

Source: WorldCarFans.com

Follow-up: BMW twin-turbo I-6

Tue, 28 Mar 2006 12:09:27 GMT

As followup to an earlier posting about the new BMW twin-turbo inline-6: http://www.DrivingEnthusiast.net/sec-blog/2006/02/20.html#a1306

Here is an article covering it in more detail, with additional pictures: http://car-reviews.automobile.com/news/bavaria-on-boost-bmws-new-302-hp-twin-turbo-i-6-engine/1714/

Gizmag: BMW reveals twin-turbo inline six

Tue, 21 Feb 2006 01:25:08 GMT

BMW unveils biturbo 3.0-litre six with the same power and more torque than the 4.0-litre eight cylinder engine. The first production twin-turbo inline 6 sincve the legendary Supra TT has been reveiled by BMW. Details at the link.

But, question is, will it develop the same kind of aftermarket support as the Supra TT enjoys?

Some images follow.... *many* more are on the site. You can see form these images that this is not a sequential TT like the Supra, instead the beemer relies on low-inertia turbos. The new engine only makes 30% more torque, and 15% more HP. Not particularly powerful. And there were serious durability issues during development. The engine certainly doesn't have the ultimate durability the Supra TT offered.

Gizmag: One turbocharger per cylinder concept

Sun, 19 Feb 2006 00:51:51 GMT

One of my favorite sites, Gizmag, reveals a concept that has one turbocharger per cylinder. Leave it to Owen Development in Britain to come up with such an idea - we've seen some great stuff from them before, always revolving around "enhanced" performance!

Idea was to see how small a turbo could be made, and how responsive one per cylinder might be. Obviously not too practical an idea for a v-engine, but ideal for inline engines (or maybe flat) where the turbo can be placed directly on top of the intake port.

This would be expensive in production... but no reason to think it'd be an emissions issue. We know already from throttling individual cylinders (like the M3 6 cylinder engine) that this is a key to responsiveness.

[Continue at source]

Porsche 911 Turbo Introduction Site

Fri, 17 Feb 2006 01:16:18 GMT

Historical videos, technical animations, and large-theatre acoustics. Enjoy the premier of the new 911 Turbo!

Production Mazda 2.3 turbo MZR engine

Wed, 15 Feb 2006 16:22:52 GMT

MZR 2.3-liter engine

Mazda engineers have taken all the knowledge they have learned about 4-cylinder engines over the decades and applied it to the new corporate MZR 2.3-liter engine. Presently this engine is the range-topper powerplant in the MAZDA3, and is also used in the MAZDA6 i and in slightly modified form in the 2005 Tribute i. This engine has all the goodies, starting with all aluminum-alloy, deep skirt construction, DOHC head, Variable Induction System, lightweight pistons and connecting rods. The MZR 2.3 runs exceptionally smooth, even at high rpm with dual balance shafts, and passenger car versions gets an additional power boost with variable valve timing. In this form, the engine is good for all 50 states with 160 hp @ 6500 and a peak torque of 150 @ 4500 rpm.

Aluminum construction
The MZR 2.3 features a precision gravity sand-cast cylinder block of high-grade aluminum alloy with cast-iron cylinder sleeves cast directly into the block ensuring a tight seal between the cylinder block and cylinder head. An aluminum alloy, ribbed ladder frame construction, mates with the cylinder block for optimized stiffness.

Variable Induction System (VIS)
The VIS is based on using the power of resonant frequency, to push the air fuel mixture into the combustion chamber. Resonant frequency occurs when a wavelength matches the length of a closed area. It is the fundamental principal behind the trombone and any other brass instrument. Guitar players recognize the effect as string “harmonics”. It is unknown how many of Mazda’s racing engineers were musicians, but they were all singing a happy tune when they harnessed this technology to assist in winning the LeMans 24-hour endurance race in 1991 – a first for a rotary engine or a Japanese company.

The basic principal behind induction resonance frequency is that when the frequency of the pulse of opening and closing intake valves matches the length of the intake runner, the resonant frequency pushes the air along through the tube like a small turbocharger, creating a free boost in power. Motor sports racers call this being "on the pipe". The LeMans racer had a trombone like arrangement with intake tubes sliding in and out with every variance of engine rpm. Such a system is not practical so this engine (plus the MAZDA6 s and Tribute s’ V6 and the RX-8 RENESIS Rotary) use intake manifolds that use valves to change their intake runner length so that at different RPM, the engines can spend more time being "on the pipe" or near it. The result is an increase in both engine performance and efficiency without any additional hardware such as a turbo or supercharger.

Variable Valve Timing
The Variable Valve Timing (VVT) system helps maximize engine output throughout the entire rpm band. It is a little like having a racing cam on demand. At high rpm, the intake valve closure opens early to increase the total amount of air fuel mixture entering the chamber. Yet at low rpm such a cam profile would allow too much exhaust to be pushed back into the intake port and re-enter the intake chamber. This would cause a reduction of torque and have the engine run roughly. So at low rpm the intake valve opening is delayed, minimizing exhaust gas return and increasing low velocity volumetric efficiency. The VVT system is mindful of more factors than just rpm. Engine load and temperature are also factored in.

The system works by having the timing chain connect, not directly to the intake camshaft, but rather a circular housing around a hydraulic actuator. The end of the intake camshaft has an x-shape at its cross section and fits into a larger x-shape opening within the actuator much like an undersized Philips-end screwdriver fitting loosely in an oversized screw head. The spaces on either side of the camshaft’s prongs are sealed chambers into which oil can be pumped in or out which can cause the shaft to move about 15 degrees relative to the timing chain. Based on information from a control module, an oil control valve feeds oil into either one set of chambers to advance the shaft’s rotation or the other side to retard it.

This technology allows the engine to have the optimum valve timing in all conditions resulting in an engine that can rev freely to 6,500 rpm without losing its breath, yet can also operate smoothly and with good torque when it’s spinning at 2,000 or 3,000 rpm.

Dual Shaft Balancer
If an engine sounds thrashy and vibrates too much at high rpm, the operator is instinctively discouraged from revving the engine to such a point no matter what kind of power is provided. Mazda’s own rotary engines hold the gold standard in high rpm smoothness and Mazda strives to make all its engines reach as close to that smoothness standard as possible. To pursue that endeavor the 2.3-liter engine is equipped with a dual-shaft balancer to counter primary secondary vibrational forces from the crankshaft.

This is a cassette-type balancer that holds two small, but precisely weighted countershafts and is bolted directly under the crankshaft. The crankshaft drive gear directly drives one balance shaft, which then drives the second shaft. The gearing ratio causes the two balance shafts to rotate at precisely twice the speed of the crankshaft countering the latter’s primary vibrational forces.

The result is an engine with a peak power that means something far more than good numbers on paper, but encourages you to repeatedly explore its full potential of power right up to redline.