What Is The Greatest Engine Design Advancement In The 21st Century?

How are motorcycle manufacturers able to produce aluminum castings with amazingly thin sections and still have the part be stronger than it was in past years when similar parts were much more massive? Cycle World Technical Editor Kevin Cameron explains the value of sound casting techniques.
I want to talk about the revolution in major castings that has taken place resulting in much lighter motorcycles than ever before. An English engineer a couple of years ago asked me to name the greatest advance in engine practice of the 21st century. As I opened my mouth and nothing much came out, he came to my rescue and said, “Lighter-weight castings” by reason of advanced casting technology.
When aluminum is melted prior to either injecting it into a die-cast mold or to be poured as a sand casting, instantly a layer of aluminum oxide forms on the top of the melt. We’re accustomed to seeing a skin form on the top of gravy when we take the gravy off the burner, and we know that if we take a spoon and stir it up the skin will disappear. But aluminum oxide is durable ceramic; it’s not soluble in molten aluminum.
If you pour liquid aluminum into a mold that highly turbulent pouring process is carrying skins of aluminum oxide into the casting, where they will form zones of weakness when it solidifies. Another English engineer devised ingenious methods of avoiding the entrainment of these films. Filling the mold gradually from the bottom causes those lightweight ceramic skins floating on top of the rising metal to be pushed out vent holes at the top of the mold.
When they began to cast metal in this new way, under improved control, they found that it didn’t take as much metal to achieve the desired strength. All modern motorcycle engines-and indeed the cast frames that most motorcycles now have-are able to achieve amazingly thin sections and have the part be actually stronger than it was in the massive crankcases of yesteryear.
Read the full article here: www.cycleworld...
Subscribe to Cycle World KZbin: www.youtube.com...
Read more from Cycle World: www.cycleworld...
Buy Cycle World Merch: teespring.com/...

[@SpiritintheSky.]

Yet another absorbing video from Ken Cameron. His videos are not to be missed.

[@Xsheaffer]

These videos are astoundingly good. Thanks Kevin and CW.

[@jimperry4420]

And the way these engines hold up with such high compression and high revs.... Amazing!

[@GorVala]

Kevin is a real OG, much appreciated for sharing.

[@zerosensai]

Fantastically interesting and informative video as always, Kevin. Thank you.

[@jerrysolari1530]

I followed Kevin in the cycle days always very interesting

[@stevebeutelspacher1157]

I learned something today. Thank you Kevin.

[@cjmeistervideos]

ahhh.. the wisdom

[@raphael0616]

Thank you for sharing your wisdom.

[@GorVala]

Awsome video, thank you. Always love to watch his stuff.

[@donaldhipple4921]

When I first got into the motorcycle business in 1972 engine castings were thick and heavy. Even though they were subject to porosity. Oil would leak right through even though they were ball bearing everything and maximum oil pressure was 7 psi at maximum.

[@ccrider8483]

4:52 Kevin said "sand casting", not saying he is wrong, but I assumed most modern castings of this type were die cast.

[@daveyt4802]

Excellent as usual.

[@UncleWally3]

I’m probably wrong but weren’t lightweight castings developed slightly prior to the 21st century? Quibbles aside, had I not stumbled upon this video, the idea of lightweight castings being a significant breakthrough would have been invisible to me. So thanks . . . and which leads me to my real question: What is the status of composite castings (carbon fiber) like those being developed by Holtzberg, of Composite Castings in Palm Beach, Florida?

[@hemantv.5409]

I have Interceptor-650,the wait is around 208 kg but feels quite heavy, what is the reason..? Can we do something .? On the other hand Harley Davidson Street is beaver then Interceptor but it doesn't feel like heavy.

[@billshiff2060]

Center of gravity.

[@cryalowicki]

Correct me if I'm wrong, but aren't valve covers stamped?

[@stunna1050]

Cory Yalowicki Cast

[@denisrailey777]

Used to be metal stamp but not now with weight saving & heat dispersion.

[@stevemackelprang8472]

are these thinner sections more brittle?

[@fivespeed3026]

Steve Mackelprang That’s pretty much the entire purpose of the video. He clearly stated that the thinner castings are stronger than the older, thicker ones.

[@billshiff2060]

No the alloy and heat treatment determines that not the thickness. With fewer defects you can assume that it is less brittle with few places for cracks to start.

[@petergriffin4629]

I'd disagree, yes the better castings are immensely important, but the greatest development has to be digital engine management. Better castings, better tolerances, those are all continues processes. But ECU really changed the game.

[@mohba01]

without the hardware to push it in electronics is almost impossible.

[@petergriffin4629]

@@mohba01 I do not understand what you are trying to say

[@petergriffin4629]

@Analog Human I don't get the point.

[@angelocardoc]

I agree with Peter Griffin Engine management is way faster and has more precise fueling. Not to mention better ABS, Wheelie control, Traction control etc.

[@kiryllis5823]

Didn't ECU first appear in 20th century?

[@upsidedowndog1256]

QUITE the achievement indeed!

[@787brx8]

I would say the greatest advancement in engine design is my anti-knock prototype. With it, I can advance ignition timing to the optimum setting. I put lower quality instructions in my video comment section that can be used on lawnmowers or generators. For testing purposes only! Use at your own risk! 0.2 of A U.S. gallon of gasoline will run my modified lawnmower for about 4 hours. Briggs and Stratton 300 series...

[@joshash5944]

Yoda speaks..

[@browngreen933]

The next "advancement" will be plastic engine parts.