![]() Oil delivery to the main and rod bearings is done through the center of the crankshaft, a design that enables low oil pressure (60-70 psi) that reduces parasitic power loss at high rpm.Type of motorcycle Harley-Davidson LiveWireĮlectric liquid-cooled longitudinally-mounted three-phase induction electric motor The rider gains optimal performance as parasitic power loss is reduced because internal engine components do not have to rotate through excess oil.Ī windage tray prevents the clutch from aerating engine oil, which could degrade oil delivery. Triple oil scavenge pumps evacuate excess oil from three engine cavities – crankcase, stator cavity and clutch cavity. Keeping the engine happy is a robust dry sump oiling system with the oil reservoir incorporated into the crankcase casting. Silencing that intake noise permits desirable exhaust tones to predominate. A forward-facing intake snorkel directs intake noise away from the rider. The airbox is formed of glass-filled nylon with integrated internal ribs that help quell resonance and muffle intake noise. The airbox is shaped to permit use of tuned velocity stacks over each throttle body that utilize inertia to pack more air mass into the combustion chamber, which can increase power output. ![]() The rider realizes optimized performance due to a significant weight savings, a rigid chassis and mass centralization. A front frame element, mid-frame element and the tail section bolt directly to the powertrain. ![]() Eliminating a traditional frame significantly reduces motorcycle weight and results in a very stiff chassis. Therefore, the engine serves two functions – providing power and acting as a structural element of the chassis. Single-piece aluminum cylinders with nickel silicon carbide-surface galvanic coating are a lightweight design feature, as well as lightweight magnesium rocker covers, camshaft covers and primary cover.Īccording to Harley-Davidson Chief Engineer Alex Bozmoski, the Revolution Max 1250 powertrain is a structural component of the motorcycle chassis. For example, as the design progressed, material was removed from the starter gear and camshaft drive gears in an effort to lighten these components. The use of finite element analysis (FEA) and advanced design optimization techniques in the engine design stage minimized material mass in cast and molded components. Reducing the weight of the powertrain contributes to lower motorcycle weight, which enhances efficiency, acceleration, handling, and braking. A 60-degree V angle of the cylinders keeps the engine compact while providing space between the cylinders for dual down-draft throttle bodies that maximize air flow and increase performance. The engine’s V-Twin design provides a narrow powertrain profile that centralizes mass to enhance balance and handling, and also provides ample foot/leg room for the rider. of torque with a peak rpm of 9,500 and a 13:1 compression ratio. The V-Twin features a 1,250cc displacement with a bore and stroke of 4.13˝ (105mm) x 2.83˝ (72mm) and is capable of 150 horsepower and 94 ft.-lbs. The Revolution Max 1250 engine was assembled at the Harley-Davidson Pilgrim Road Powertrain Operations facility in Wisconsin. The use of lightweight materials helps achieve a desirable power-to-weight ratio. To minimize overall motorcycle weight the engine is integrated into the Pan America models as the central member of the chassis. A focus on performance and weight reduction drove both vehicle and engine architecture, material choices and aggressive component design optimization.
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