Quote:
Originally Posted by Dr. Curve
On the new 1000ccRR..........both the intake cam and the exhaust cam are variable and operated from on end of their respective shafts. In between these, and slightly lower is another cam of sorts that serves as a knuckle carrier for the finger openers that will trip the valves. IT ALSO is a variable degree shaft, featuring a quarter circle small thread gear, controlled by a top mounted, mid-shaft, small electric motor, worm drive shaft attached to the quarter circle gear. This second carrier shaft, when twisted, changes the stop and start points of the overall valve timing parameter. The two primary cams act independently to change their timing in relationship to each other. In this way BMW divides the cam job into two task. One enables the changing of each cam timing in relation to the other one........exhaust to intake. While the other task is handled by the carrier shaft, which enables the changing of primary cam timing as engine needs change. Is this at least half way right? Curious minds need to know. 14,000 RPMs with GOK's how much RWHP! Something must be way up in the rooster wrench camps.
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If this is what they did, it would be another fine example of unneeded BMW over-engineering complexity. It just means more things can break. Given that a privateer team like Ten Kate can squeeze almost as much power out their CBR1000RR as the 800cc MotoGP bikes make (think more than 220rwhp), it is not needed for power either. Simplicity is always better in racing.
However, as an engineer, if they did do this, it makes me want to go out and buy one and tear it apart just to see how it works with my own two eyes.
Maybe it is good I don't have the money.