Mesin CB150R (K15G) DOHC Dengan Rocker Arm? Tak Masalah Kok Di Mesin BMW S1000RR Juga Ada Loh

DOHC Follower Drive Rocker Arm Valve

بِسْمِ اللّهِ الرَّحْمَنِ الرَّحِيْمِ

Salam bikers Nusantara

Tak disangka selama ini bikers Indonesia masih meremehkan sistem DOHC dengan Follower Rocker Arm. Apalgi sudah mulai sindir menyindir alias BC-BCan ala Fansboy..😀, bukan bermaksud penggiringan opini, hanya sebagai pembukaan wawasan dalam hal teknologi saja. Ada maksud dan tujuan tersebut dibuat dan benang merahnya dimana teknologi ini di aplikasi sebelum dan sesudahnya. Silahkan melihat Kutipan Panjang dibawah ini :

Here is what The Official Press release says:

Cylinder head and cam follower valve drive based on
BMW Formula 1 technology.
Overall output, performance characteristics, the quality of the combustion
process and fuel consumption depend largely on the cylinder head and valve drive. In its design and overall configuration, the four-valve cylinder head featured on the S 1000 RR thus offers ideal duct geometry, compact dimensions,
optimum thermodynamics, and an efficient heat balance.
The narrow valve angles help to provide ideal intake ducts as well as a compact combustion chamber for high compression and optimum all-round efficiency.
Seeking to achieve maximum power and supreme running smoothness even at very high speeds while at the same time offering a very stiff structure, keeping moving masses to a minimum and optimising the timing overlap on the valves,
the S 1000 RR comes with cam follower control on all moving valve components, with the cylinder head very compact in design, particularly in terms of its height.
Valve play is compensated by means of very small and light adjustment platelets running on the spring plates. On the intake side the spring plates are made of an extra-light aluminium-fibre material. 

The moving masses of the cam followers featured on the S 1000 RR are approximately 50 per cent lower than with comparable cup tappets. Such reduction of oscillating masses to an absolute minimum allows fast valve acceleration for a power-oriented cam profile and a high level of free valve cross-sections.
This is also why the cam followers on the S 1000 RR are extremely short and light in their structure and configuration.
A further particular highlight in the design of the cylinder head is the arrangement of the cam follower axes, with both the intake and the exhaust cam followers facing to the rear in the direction of travel. This keeps the cylinder head even more slender as on the usual arrangement with the bearing shafts at
the outside.

Tight valve angle and light titanium valves.The valve angle is 11.2° on the intake side and 13.3° on the exhaust. The two camshafts made of heat-treated steel and arranged directly above the valves are driven by a toothed chain running on a secondary gear shaft just above the crankshaft. The intermediate gear used in this configuration helps to keep the toothed chain driving the camshafts shorter than would otherwise be the case,
ensuring even greater precision in valve timing and keeping the engine slimmer on the level of the crankshaft.
The intermediate gear transmission also helps to keep the two drive wheels on the crankshafts very short, with the overall layout of the cylinder head remaining very compact.
Optimised valve springs as well as a hydraulic tightening mechanism for minimum friction serve, finally, to minimise both running and drag forces, enhancing the standard of power and performance once again.
Made of extra-light titanium, the intake and exhaust valves are operated by very small and light individual cam followers. The overall geometric layout of the cylinder head allows an ideal transmission ratio on the cam followers of approximately 1:1, reducing flexural forces and bending to an absolute minimum and therefore serving to keep the arms very light and almost filigree in their construction.
Use of such extremely small and light cam followers offers utmost freedom in choosing the optimum valve lift curves and, therefore, the very best power and  performance characteristic both for the road and the race track.

Largest valve plate diameter in this segment.

The rev limit on the production version of the S 1000 RR is 14,200 rpm, while in purely mechanical terms the engine could run much faster.
Thanks to the large cylinder bore of 80 millimetres or 3.15″, valve plate diameter is larger than on all other engines in this segment, providing the ideal basis for maximum output and performance: Valve plate diameter on the intake side is 33.5 millimetres or 1.32″ and 27.2 millimetres or 1.07″ on the exhaust side, setting a new record in the supersports 1000-cc segment in the interest of a maximum cylinder charge and an optimum charge cycle.
The valve shafts, in turn, measure 5 millimetres or 0.197″ in diameter.
The intake ducts are machined asymmetrically at the transition point leading to the valve seat rings in order to improve the flow of gas and optimise the cylinder charge for even more power at high engine speeds.
The low and flat design of the combustion chamber guarantees a very high level of geometric compression with a thermodynamically optimised cylinder base largely smooth from one side to the other.
With its compression ratio of 13:1, the power unit of the S 1000 RR comes right at the top in terms of production engines, offering an ideal combustion process for optimum yield and maximum efficiency
Head S1000rr (kanan); Head K1300S (kiri)

Head S1000rr (kanan); Head K1300S (kiri)

Kutipan saya qoute dari sumber asli di forum i-bmw (silahkan klik sumber langsungnya), Disini penyempurnaan penggunaan rocker arm yang lebih mengedepankan efisiensi untuk kendaraan sehari-hari maupun performa di sirkuit. Sudut klep in dan klep out lebih sempit dibandingkan CB150R yah. hehehe. tapi overall adopsi ini juga dilakukan oleh BMW. So. adopsi dari teknologi Formula Satu.

Untuk lebih jelasnya silahkan di artikan di atas ya kutipan tersebut atau silahkan baca di forum link I-BMW, Sudah tergambar jelas kelebihan dan penanganan masalah kelemahan roecker arm yang atasi oleh insinyur BMW. Maaf bukan malas menterjemahkan tapi mendorong untuk belajar membaca supaya lebih maju dan bermanfaat membawa positif bagi masyarakat.

Poin dari saya seperti yang disebutkan teknologi dibuat untuk memudahkan bukan untuk diributkan.

Penulis Sekaligus ingin mengucapkan Minal Aidin Walfaidin Mohon Maaf Lahir Batin atas kesalahan maupun kekhilafan baik dari penulisan saya di blog ini maupun di blog teman-teman serekan dalam hal otomotif roda dua.

Semoga Bermanfaat.,  :)

Semangat belajar Gan

Salah satu Cuplikan Video Ketika bergasing di putaran tinggi pada mesin cut half BMW S1000RR, Silahkan di buffer dulu

About abaydmz

Suka Motor dan segala hal teknologi Terus belajar dan berdoa Sampai ke liang lahat Kritik dan Saran silahkan email : abaydmz@gmail.com
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5 Responses to Mesin CB150R (K15G) DOHC Dengan Rocker Arm? Tak Masalah Kok Di Mesin BMW S1000RR Juga Ada Loh

  1. arlong says:

    bro, artikelnya bagus dan cerdas mencerdaskan, meskipun yg bagian english musti agak mikir dikit lantaran kudu ngartiin dulu😄
    back to laptop, system rocker arm BMW ini juga diikuti oleh Yamaha lho pada engine all new YZF-R1 2015 nya, dan benar saja power outputnya meningkat signifikan, jika dibandingkan dg kompetitor sesama jepang yakni Kawasaki ZX 10R yg sama2 mengklaim sanggup 200 PS power outputnya, lost power New R1 terlihat sedikit lebih efisien ketimbang ZX 10R, di Dyno Akrapovic, ZX 10R powernya sekitar 179 HP on-wheel, sedangkan New R1 sanggup 183-184 HP on Wheel. namun new R1 masih sedikit kalah dari S1000RR 2015 yg sanggup 186 HP on wheel.

    Like

    • abaydmz says:

      Om Arlong, kalau ada kesalah mohon koreksi juga. Terima kasih sebelumnya.

      Setahu saya skrg zx10rr sudah ada update mesin jd HP/liter sudah lebih besar dari s1000rr. Heheh sama2 menggunakan rocker arm juga ya.

      Btw ada beberapa kata juga dibikin bingung artinya dalam bahasa inggris ke bahasa indonesia😀

      Like

  2. arlong says:

    ZX-10 R kayaknya masih belom ada update di sektor engine deh bro, nah kalo S1000RR emang dah update power unt versi 2015 ini, jadi 201 PS, dan tetap dg lost power di back wheel paling sedikit dibanding rival2nya. brati insinyur Jerman ini sanggup bikin engine yg bener2 efisien yeee…, namun kalo di test di sirkuit, All New R1 bisa melaju lebih cepat dibandingkan S1KR 2015. tapi kalo buat streetrace New R1 pelan-pelan ditinggal baik2 sama S1KR 2015 ini😄
    CBR Fireblade, Gixxer 1K ataupun KTM RC8 sama sekali bukan lawan tanding ke dua motor ini klo buat street race (kecuali udah diupgrade enginenya)
    BTW minggu kemaren Josh Brooks dg All New R1nya akhirnya pecah telor bisa juara seri di BSB Brand Hatch GP, menang 2 race sekaligus brooh… :))

    Like

    • abaydmz says:

      Krn R1 bagus di semua sektor k adaptasi lgs sama m1 motogo yg terkenal “ngebeset” tikungan alias cepat & stabil ditikungan. Hehehe.
      Iya power lost bmw sedikit. Tgl tunggu RCV 213-S kalau full maksimal brp power lost, sama grafik dynonya

      Like

  3. Manthap pak…bedanya bmw gak pake roller aja.

    Rc213v street pakai race kitnya jdi 214 hp di ban belakang.limiternya di lepas jdi bisa revving lebih tinggi lgi

    Wah bmw s1000rr, yamaha R1 2015 motor2 idaman 👍

    Like

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