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In November the Society of Automotive Engineers held their annual Small Engine Technology Conference in Osaka, Japan. One of the interesting documents to come out was a paper from Kawasaki detailing the "Development of a Supercharged Engine for Motorcycle with a Centrifugal Supercharger"

Kawa explains why a steel trellis, the gearing for the SC, and also detailing the front wings and their reduction of front lift by as much as 40% at top speeds. Very cool stuff.

Development of a Supercharged Engine for Motorcycle with a Centrifugal Supercharger (there's a document preview that allows you to see the first 5 pages.

hat-tip to kenup23 on the motomatters.com forum for the discovery.
 

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In November the Society of Automotive Engineers held their annual Small Engine Technology Conference in Osaka, Japan. One of the interesting documents to come out was a paper from Kawasaki detailing the "Development of a Supercharged Engine for Motorcycle with a Centrifugal Supercharger"

Kawa explains why a steel trellis, the gearing for the SC, and also detailing the front wings and their reduction of front lift by as much as 40% at top speeds. Very cool stuff.

Development of a Supercharged Engine for Motorcycle with a Centrifugal Supercharger (there's a document preview that allows you to see the first 5 pages.

hat-tip to kenup23 on the motomatters.com forum for the discovery.
Talk about timing. I was just writing a thread asking Satoaki Ichi to write a book. It sounded too much like suck up so I bailed, but still, I'd listen to anything that guy had to say. I bet he has a Ben Rich 'Skunk Works' quality tale to tell.

Thanks for the post.
 

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The audience for that is engineers and we can download for $26. I don't think they believe the vast majority of their customers really understand or care much about such information. It was a good read thanks for posting.
 
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The audience for that is engineers and we can download for $26. I don't think they believe the vast majority of their customers really understand or care much about such information. It was a good read thanks for posting.
Kind of a shame about the limited audience. Every word of that tech stuff on the H2 is riveting nerdvana.
 

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Hi Everyone,

The paper only contains one more page of real info compared to what you can read via the preview and no further pics.
I summarise page 6 here in the spirit of creative commons. Page 7 is blank back page:

Fig 16: Supercharged model B achieved 425m, Model A 400m, NA model C 388m.

6.2 Fuel Efficiency:
Supercharged model A 14.7 km/l in the WMTC cycle
NA Model C 14.5km/l

Slight benefit 'as a result of generation of higher torque at low engine speed based on having supercharger' means drive cycle can be driven in higher gears.

7. Summary

A centrifugal supercharger was applied based on its superior volume and weight.
Use of a planetary gear mechanism as well as an oil film damper mechanism enabled handling increase in high speed needed for a centrifugal supercharger.
Achieved both containment performance and weight reduction through use of collision analysis.
The construction was simplified through sharing lubricating oil with the engine.
The supercharger was centralized from side to side on the engine and the intake air chamber was given a reverse triangle shape when looking from the supercharger to the cylinders to equalize intake air variability to each cylinder. This enabled suppression of knocking and increase in output.
In consideration for operability of the motorcycle the supercharger was arranged near the center of mass of the engine concentrating the mass.
The shape of the ram air duct was designed to reduce pressure losses inside the duct and to minimize unevenness of the pressure distribution at the supercharger inlet.

The characteristics of the supercharger were matched to the characteristics of the motorcycle with a large range of engine speeds used. In other words, a supercharger with high efficiency from low speeds to high speeds was achieved.
By matching the high load operating area of the engine and the high efficiency area of the supercharger, increase in intake air temperature was minimized and knocking suppressed.
Through application of the above, a high output of more than 221 kW {300 PS} per liter was achieved without an intercooler for supercharged model B for closed courses. The supercharged model A for use on public roads has much greater torque over the full range than the NA model C while also achieving improved fuel economy.
A model provided with a supercharged engine enabling an impressive feeling of acceleration that can not be achieved easily has been developed.
We will continue to develop motorcycles providing rich lives and meeting the dreams of riders worldwide while contributing to the future of the global environment.

REFERENCES
1. Kouhei Yamada: Model development based on the voice of the customer, Kawasaki Technical Review, No. 174, P4-7 (2014).

Velo
 

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You can also enjoy "Chassis Development for the Motorcycle With High Power Output Supercharged Engine"
Chassis Development for the Motorcycle With High Power Output Supercharged Engine

Again there is only a further page 6.

All of the dynamic lift reduction devices optimized through analysis were tested on wind tunnel and in actual driving tests and these confirmed the dynamic lift reduction and resulting stability improvement. There was concern regarding the effect on maneuverability and effect while performing a wheelie but the difference was insignificant and a high level of robustness was confirmed.

This notes results of final full motorcycle CFD comparison. With bike A as a reference, the CdA of bike B is approximately 5% larger but ClfA is approximately 40% smaller providing a separation of bike characteristics initially targeted. (see Fig.19)

Management of Cooling Performance of the Bikes

The target output of bike B was determined from the start and cooling performance needed inevitably set forth. Of course the method of increasing the surface area of the radiator to raise cooling performance was considered but this is not preferable due to increase in weight and adding to the frame. Therefore, the cowling shape in front of and behind the radiator and front fender shape were optimized through flow analysis to maximize the amount of air flowing through the radiator.(see Fig.20)
Fig. 20 Radiator airflow analysis example (left:flow rate and stream line, right:pressure)

A specific design policy was generated based on the analysis results.
- A cowling/shroud shape that can be ensured through revising the radiator from the front of the bike
- The surface area of the side cowling was minimized to ensure space to the rear and provide heat dissipation to the rear of the radiator.

As a result of analysis, sufficient cooling performance was ensured relative to the increased output enabling consolidating to a compact bike.

Protecting Rider from Heat Dissipation

Cooling performance of the engine itself was ensured but management was necessary to prevent this heat from harming the rider. Therefore thorough heat flow analysis was performed and heat discharge points were designed in. (see Fig.21)
Fig. 21 Heat analysis result (flow rate and stream line)

CONCLUSION
The chassis for bike A and bike B having a supercharged engine providing high output has been described and the technical elements that have been important for achieving both stability and maneuverability and for packaging these as a general mass production motorcycle were described.

With the mounting of an unprecedented high output engine in a motorcycle, development was achieved within the restrictions of commonality of basic structure of a street legal 200 hp bike and bike characteristics were achieved on target for both specifications. In particular feeling of acceleration on a whole new dimension and high maneuverability were ensured for bike B through increased output and weight reduction and it has received excellent reviews from around the world.

Velo
 
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