Print

Please login or register.
1 Hour 1 Day 1 Week 1 Month Forever
Login with username, password and session length

[Hoist!]

To create better gasket seal, the X-Wedge has five cylinder studs. Cylinders are the same front and rear.

[HWYMAN1]

Howie,
While I am a motor illeterate, it sounds like they designing something that has solved ( in theory) many complaints about current v-twins, allowed them to comply with current epa restrictions and still produce high output motors ( also may push MOCO into development of new frame unless the Revolution engine is their savior of the future!). I guess once in production reliability and longevity with tell the tale. (kind of reminds of car industry where in 70 and 80's had these epa choked engine that through redesign now have met epa restrictions but get good gas mileage and have performane enhanced numbers.)  Good article, john
Didn't mean to jump the thread before you were done, but it looks pretty cool. Did they ever say what cost will be?

[Hoist!]

This close up shows you how efficient the combustion chamber is—there is a straight line from intake to exhaust allowing the wedge chamber to maximize performance.

[Hoist!]

This cylinder shot shows you just how much material is in the cylinder liner, plus it this shows the incredible grip created between the liner and the cylinder material.

[Hoist!]

The heart of the X-Wedge—three cams, driven off a dry belt. Visible in this cutaway is the geroter oil pump.

The geroter oil pump picks up at the base of the case… increased efficiency and better flow. Additionally, a case- mounted reed valve eliminates and type of rotary breather valve.

[Hoist!]

X-Wedge lifters are held in place with locater pins. The lifter covers are interchangeable front to rear. With a large and small hole in the case, there is plenty of space for oil to pass back to the oil pump and air to move.

[Hoist!]

A comparison between an S&S T-Series lifter and the shorter X-Wedge lifter.

[Hoist!]

Removing the belt starts with loosening the pressure on the spring-loaded tensioner. Next, any of the top idler pulleys is removed and the tensioner is kept in a relaxed position. Now the belt can be slipped off.

[Hoist!]

The belt is advanced technology from Gates just for this engine. Note: the engine is a free spinning design, so if the belt should ever break, the valves will not hit the pistons or each other.

[Hoist!]

Once all the bolts are out—by the way, all of the bolts used in the rocker covers, cam cover and cam plate are the same size and length to simplify assembly—the cam plate and cams lift off easily.

[Hoist!]

The X-Wedge uses side-by-side rods and plain bearings.

[Hoist!]

The cams have flats that accommodate an open- end wrench for easy swaps in the future.

[Hoist!]

The Crank Position Sensor (CPS) reads off the side of the flywheel. Removing the case gives you a good look at the massive crank assembly…

[Hoist!]

To set the belt timing, pins are placed in each pulley… The belt is positioned, the idler installed and then the pins can be removed. Simple.

[Hoist!]

Last one. Cool new motor! Maybe Air-Cooled V-Twins ain't dead yet! Hoist!

This shot of the cylinder head and rockers makes it easy to emphasize the simplicity of the rocker cover. There is just one gasket surface to maintain and you can see it is generously wide for a solid gasket sealing area.