JPS6093128A - Two-crankshaft multi-cylinder engine for motorcycle - Google Patents
Two-crankshaft multi-cylinder engine for motorcycleInfo
- Publication number
- JPS6093128A JPS6093128A JP20125883A JP20125883A JPS6093128A JP S6093128 A JPS6093128 A JP S6093128A JP 20125883 A JP20125883 A JP 20125883A JP 20125883 A JP20125883 A JP 20125883A JP S6093128 A JPS6093128 A JP S6093128A
- Authority
- JP
- Japan
- Prior art keywords
- cylinders
- engine
- cylinder
- gear
- crankshaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
- F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B73/00—Combinations of two or more engines, not otherwise provided for
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B2075/1804—Number of cylinders
- F02B2075/1808—Number of cylinders two
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
- F02B75/225—Multi-cylinder engines with cylinders in V, fan, or star arrangement having two or more crankshafts
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Characterised By The Charging Evacuation (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は自動２輪車用２クランク軸多気筒エンジンに関
する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a two-crankshaft multi-cylinder engine for two-wheeled motor vehicles.
（従来技術）
前後の各シリンダ用のクランク軸を、減速大ギヤの前前
端部と前端部に配置し、クランク間をギヤで連結し、後
クランクギヤとクラッチギヤが噛み合っている。即ち同
一水平面上に前から順に、前側シリンダ用クランク軸、
後側シリンダ用クランク軸、減速大ギヤ軸を配置してい
る。(Prior art) Crank shafts for the front and rear cylinders are arranged at the front end and the front end of the large reduction gear, the cranks are connected by gears, and the rear crank gear and clutch gear mesh. That is, in order from the front on the same horizontal plane, the crankshaft for the front cylinder,
A crankshaft for the rear cylinder and a large reduction gear shaft are located.
（従来技術の問題点）
エンジン全体の前後幅が長くな〕、それにより広いエン
ジン配置用スペースが必要になシ、自動２輪車用エンソ
ンに不向きである。(Problems with the prior art) The front and rear width of the engine as a whole is long, which requires a large space for arranging the engine, making it unsuitable for motorcycle engines.
（発明の目的）
各シリンダの姿勢及び配置構造と、各クランク軸の減速
大ギヤに対する配置構造と、吸気ボートの形成位置とを
工夫することにょシ、エンジンの前後幅及び左右幅を縮
少し、エンジンをコンパクトにすることを目的としてい
る。(Objective of the invention) By devising the posture and arrangement structure of each cylinder, the arrangement structure of each crankshaft with respect to the large reduction gear, and the formation position of the intake boat, the longitudinal and lateral widths of the engine are reduced. The purpose is to make the engine more compact.
（発明の構成）
（イ） ２つのシリンダを上端部が前方にくるように傾
斜させると共に前後に並べて平行に配置し、―） 各シ
リンダのクランク軸にそれぞれ設けたりランクギヤを共
通の１つの減速大ギヤに噛み合わせ、
ｅ） この大ギヤをクラッチ軸に嵌合すると共にクラッ
チを介してクラッチ軸に連結自在とし、に）上記２つの
クランク軸をエンジン側方から見て一方が減速大ギヤの
略前端部に他方が減速大ギヤの略−上端部にくるように
配置し、
（月）各シリンダ用の吸気ボートをクランクケースの側
方に配置する。(Structure of the invention) (a) Two cylinders are tilted so that their upper ends are forward, and are arranged in parallel, one behind the other. e) This large gear is fitted to the clutch shaft and can be freely connected to the clutch shaft via the clutch, and 2) When the above two crankshafts are viewed from the side of the engine, one is an abbreviation for a large reduction gear. Place one at the front end so that the other is at the upper end of the large reduction gear, and place the intake boat for each cylinder on the side of the crankcase.
（実施例）
本発明を適用した２気筒２ザイクルエンジンの右側面図
を一部切断して示す第１図においで、前後の２つのシリ
ンダｌ、２は上端部が前方にくるように傾斜（例えば垂
＠線に対して約８０°傾斜）しており、また両シリンダ
１，２は前後に並んで平行でかつ互いに近接するように
配置されている。(Example) In FIG. 1, which shows a partially cutaway right side view of a two-cylinder two-cycle engine to which the present invention is applied, the front and rear two cylinders 1 and 2 are inclined ( For example, the cylinders 1 and 2 are arranged parallel to each other and close to each other.
各シリンダ１，２用の吸気ボート８．４はクランクケー
ス５の右側面（第１図紙面の表面側の面）に形成されて
おシ、各吸気ボート８．４にはリードバルブケース７、
キャブレター８の吸気通路管９及びゴムダク）１０が順
次接続されており、各ゴムダクトｌＯはエンジンの前上
方のエアクリーナ１１に接続している。即ちリードパル
プケース７やキャブレター８等の吸気系機器はエンジン
の右側方に配設されており、しかもキャブレター吸気通
路管９を、例えば後方から見てシリンダｌ、２と平行に
配置することにより、各吸気系機器はシリンダ１，２側
へと寄せられている。An intake boat 8.4 for each cylinder 1, 2 is formed on the right side of the crankcase 5 (the surface on the front side of the paper in Figure 1), and each intake boat 8.4 has a reed valve case 7,
An intake passage pipe 9 and a rubber duct 10 of the carburetor 8 are connected in sequence, and each rubber duct 1O is connected to an air cleaner 11 located above and in front of the engine. That is, the intake system equipment such as the lead pulp case 7 and the carburetor 8 are arranged on the right side of the engine, and the carburetor intake passage pipe 9 is arranged parallel to the cylinders 1 and 2 when viewed from the rear, for example. Each intake system device is placed closer to the cylinders 1 and 2.
前側シリンダｌの排気口１２は前側シリンダ１の前面に
形成され、後側シリンダ２の排気口１３は後側シリンダ
２の後面に形成され、各排気口１２．１８にはそれぞれ
マフラ（図示しない）が接続される。The exhaust port 12 of the front cylinder l is formed on the front surface of the front cylinder 1, the exhaust port 13 of the rear cylinder 2 is formed on the rear surface of the rear cylinder 2, and each exhaust port 12.18 is provided with a muffler (not shown). is connected.
１５はクラッチ軸であって、減速大ギヤ１６が回転自在
に嵌合しており、減速大ギヤ１６はクラッチ１７（第２
図）を介してクラッチ軸１５に連結自在となっている。Reference numeral 15 denotes a clutch shaft, into which a large reduction gear 16 is rotatably fitted, and the large reduction gear 16 is connected to a clutch 17 (second
It can be freely connected to the clutch shaft 15 via the clutch shaft 15 (see Fig.).
前側シリンダｌ（第１図）のクランク軸２０はクランク
ギヤ２１を一体的に備えると共に、減速大ギヤ１６の前
端部に配置され、上記クランクギヤ２１は減速大ギヤ１
６に噛み合っている。後側シリンダ２のクランク軸２２
はクランクギヤ２８を一体に備えると共に、減速大ギヤ
１６の略−に端部に配置され、上記クランクギヤ２８は
減速大ギヤ１６に噛み合っている。The crankshaft 20 of the front cylinder l (FIG. 1) is integrally equipped with a crank gear 21 and is arranged at the front end of the large reduction gear 16, and the crank gear 21 is connected to the large reduction gear 1.
It meshes with 6. Crankshaft 22 of rear cylinder 2
is integrally equipped with a crank gear 28 and is disposed approximately at the - end of the large reduction gear 16, and the crank gear 28 meshes with the large reduction gear 16.
即ち両クランク軸２０．２２とクラッチ軸１５は、エン
ジン側方から見て２等辺８角形（仮想線）の各頂点に位
ｆｉｔ〜、クラッチ軸１５の位置する頂点が上記８角形
の２等辺頂点部分になっている。That is, both the crankshafts 20, 22 and the clutch shaft 15 are positioned at each vertex of an isosceles octagon (imaginary line) when viewed from the side of the engine, and the vertex where the clutch shaft 15 is located is the isosceles vertex of the octagon. It's a part.
クラッチ軸１５の彼方には被駆動ギヤ軸２５が配置され
、クラッチ軸１５の後上方にはキック始動用ギヤ軸２６
が配置されている。上述の各ギヤ軸２５．２６と、クラ
ッチ軸１５とクランク軸２０．２２はすべて左右方向に
延び、互いに平行である。A driven gear shaft 25 is disposed on the other side of the clutch shaft 15, and a kick-starting gear shaft 26 is disposed on the upper rear side of the clutch shaft 15.
is located. The aforementioned gear shafts 25, 26, clutch shaft 15, and crankshafts 20, 22 all extend in the left-right direction and are parallel to each other.
なお２８は自動２輪車のパイプ製フレームである。Note that 28 is a pipe frame of a two-wheeled motor vehicle.
第２図は第１図のＩ−１断面展開略図を示しておシ、こ
の第２図において、減速大ギヤ１６はダンパーｓｏ＋介
してクラッチハウジング８１に一体的に設けられており
、クラッチハウジング８１は多数のドリブンプレート及
び雄擦プレートによリフラッチハブ８２に対して入切さ
れる。クラッチハブ８２はクラッチ軸１５に固着されて
いる。FIG. 2 shows a schematic developed view of the I-1 cross section in FIG. 1. In this FIG. is connected to and disconnected from the reflatch hub 82 by a number of driven plates and male sliding plates. Clutch hub 82 is fixed to clutch shaft 15.
クラッチ軸１５はクラッチカバー３８内からクランクケ
ース５内へ延びると共に変速用駆動ギヤ群８５を備え、
この変速用駆動ギヤ群８５は被駆動ギヤ軸２５の変速用
被駆動ギヤ群８６に選択自在に噛み合う。即ちクラッチ
軸１５はギヤ群８５．８６ｔ−介して速度変更自在に被
駆動ギヤ軸２５に連結している。The clutch shaft 15 extends from the inside of the clutch cover 38 into the inside of the crankcase 5, and is equipped with a drive gear group 85 for speed change.
This speed change drive gear group 85 is selectively engaged with a speed change driven gear group 86 of the driven gear shaft 25 . That is, the clutch shaft 15 is connected to the driven gear shaft 25 through a gear group 85, 86t so as to be able to freely change the speed.
被駆動ギヤ軸２５はクランクケース５の左側面から外部
に突出し、駆動スプロケット８８を一体的に備えている
。駆動スプロケット８８は駆動チェ７Ｂ９全介して後車
輪の被駆動スズロケットに連動連結する。The driven gear shaft 25 projects outward from the left side surface of the crankcase 5, and is integrally provided with a drive sprocket 88. The drive sprocket 88 is operatively connected to the driven tin rocket of the rear wheel through the drive chain 7B9.
キック用始動ギヤ軸２６には一方向クラッチ機構４０を
介してキック駆動ギヤ４１が嵌合しており、キック駆動
ギヤ４１は中間ギヤ４２及び小ギヤ４８を介して減速大
ギヤ１６に連結している。A kick drive gear 41 is fitted to the kick starting gear shaft 26 via a one-way clutch mechanism 40, and the kick drive gear 41 is connected to the large reduction gear 16 via an intermediate gear 42 and a small gear 48. There is.
中間ギヤ４２は被駆動ギヤ軸２５に回転自在に支承され
ると共にキック駆動ギヤ４１と小ギヤ４８に噛み合い、
小ギヤ４８は減速大ギヤ１６と一体的に形成されている
。またキック始動用ギヤ軸２６にはキックペダル４５が
固着されている。The intermediate gear 42 is rotatably supported by the driven gear shaft 25 and meshes with the kick drive gear 41 and the small gear 48.
The small gear 48 is integrally formed with the large reduction gear 16. Further, a kick pedal 45 is fixed to the kick starting gear shaft 26.
なお第２図において、４６は掃気通路、４７は点火プラ
グ、４８はピストンである。また４９は発電機、５０は
水ポンプである。In FIG. 2, 46 is a scavenging passage, 47 is a spark plug, and 48 is a piston. Further, 49 is a generator, and 50 is a water pump.
（作用）
両シリンダ１，２が作動すると、各クランク軸２０．２
２０回転力はそれぞれクランクギヤ２１゜２８ｆｔ介し
て１つの減速大ギヤ１６に伝達される。(Function) When both cylinders 1 and 2 operate, each crankshaft 20.2
Each of the 20 rotational forces is transmitted to one large reduction gear 16 via a 21.degree. 28 ft crank gear.
減速大ギヤ１６からクラッチ１７、クラッチ軸１５及び
変速用ギヤ群８５．３６を介して被駆動ギヤ軸２５に伝
達され、被駆動ギヤ軸２５の駆動スプロケット８８から
駆動チェノ８９等を介して後車輪に伝達される。The transmission is transmitted from the large reduction gear 16 to the driven gear shaft 25 via the clutch 17, the clutch shaft 15 and the transmission gear group 85.36, and from the drive sprocket 88 of the driven gear shaft 25 to the drive chain 89 etc. to the rear wheel. is transmitted to.
（別の実施例）
前述の実施例図面ｉｊ：２気筒で説明したが、それぞれ
のクランク軸毎に１又は２気筒で構成されることによる
８気筒、ｊ気筒でも同じである。またロータリ弁方式で
もよい。(Another Embodiment) Although the above-mentioned embodiment drawings ij: 2 cylinders have been described, the same applies to 8 cylinders or j cylinders in which each crankshaft is configured with one or two cylinders. Alternatively, a rotary valve type may be used.
（発明の効果）
（１）２つのシリンダを前後に並べて平行に配置してい
るので、エンジン全体の左右幅を短くすることができる
。(Effects of the Invention) (1) Since the two cylinders are arranged in parallel, front to back, the horizontal width of the entire engine can be shortened.
（２）２つのシリンダ全上端部が前方にぐるように傾斜
させ、一方のシリンダ用のクランク軸全エンジン側方か
ら見て減速大ギヤの略前端部にくるように配置し、他方
のシリンダ用のクランク軸をエンジン側方から見て減速
大ギヤの路上端部にぐるように配置しているので、エン
ジンの前後ａｉ短くすることができる。さらに吸気ボー
トをクランクケースの側方に形成しているので、両シリ
ンダを互いに近接させることができ、エンジンの前後幅
がより一層短くなる。(2) The upper ends of the two cylinders are tilted forward, and the crankshaft for one cylinder is arranged so that it is approximately at the front end of the large reduction gear when viewed from the side of the engine, and the crankshaft for the other cylinder Since the crankshaft of the engine is arranged around the road end of the large reduction gear when viewed from the side of the engine, the front and rear ai of the engine can be shortened. Furthermore, since the intake boat is formed on the side of the crankcase, both cylinders can be brought close to each other, making the front-to-back width of the engine even shorter.
（３）上記（１）、（２）の効果によりエンジン全体を
大幅にコンパクトにすることができる。(3) Due to the effects of (1) and (2) above, the entire engine can be made significantly more compact.
（４）吸気ホートラクランクケースの側方に形成してい
るので、キャブレター等の吸気系機器もエンジン側方に
配置することができ、キャブレター等の点検修理が容易
になる。(4) Since the intake hole is formed on the side of the crankcase, intake system equipment such as the carburetor can also be placed on the side of the engine, making inspection and repair of the carburetor etc. easier.
第１図は本発明を適用１．た２クランク軸多気筒エンジ
ンを一部切断して示す右側面図（第２図のＩ−Ｉ断面相
当図）、第２［図は第１図のト」断面展開略図である。
１，２・・・シリンダ、３．４・・・吸気ボート、５・
・・クランクケース、１５・・クラッチ軸、１６・・・
減速大ギヤ、１７・・・クラッチ、２０．２２・・・ク
ランク軸、２１．２８・・・クランクギャ第２図
４７FIG. 1 shows the application of the present invention 1. 2 is a right side view (corresponding to the II cross section in FIG. 2) showing a partially cutaway two-crankshaft multi-cylinder engine; 1, 2...Cylinder, 3.4...Intake boat, 5.
...Crankcase, 15...Clutch shaft, 16...
Reduction large gear, 17...Clutch, 20.22...Crankshaft, 21.28...Crank gear Fig. 2 47
Claims (1)
と共に前後に並べて平行に配置し、各シリンダのクラン
ク軸にそれぞれ設けたクランクギヤを共通の１つの減速
大ギヤに噛み合わせ、この大ギヤをクラッチ軸に嵌合す
ると共にクラッチを介してクラッチ軸に連結自在とし、
上記２つのクランク軸をエンジン側方から見て一方が大
ギヤの略前端部に他方が大ギヤの路上端部にくるように
配置し、各シリンダ用の吸気ポートをクランクケースの
側方に配置したことを特徴とする自動２輪車用２クラン
ク軸多気筒エンジン。Two cylinders are tilted so that their upper ends are forward, and they are arranged parallel to each other, one behind the other, and the crank gears provided on the crankshafts of each cylinder are meshed with a common large reduction gear. Fits into the clutch shaft and can be freely connected to the clutch shaft via the clutch,
When looking from the side of the engine, the two crankshafts mentioned above are arranged so that one is almost at the front end of the large gear and the other is at the road end of the large gear, and the intake ports for each cylinder are arranged on the side of the crankcase. A 2-crankshaft multi-cylinder engine for motorcycles that is characterized by:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP20125883A JPS6093128A (en) | 1983-10-26 | 1983-10-26 | Two-crankshaft multi-cylinder engine for motorcycle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP20125883A JPS6093128A (en) | 1983-10-26 | 1983-10-26 | Two-crankshaft multi-cylinder engine for motorcycle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6093128A true JPS6093128A (en) | 1985-05-24 |
| JPS6356407B2 JPS6356407B2 (en) | 1988-11-08 |
Family
ID=16437955
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP20125883A Granted JPS6093128A (en) | 1983-10-26 | 1983-10-26 | Two-crankshaft multi-cylinder engine for motorcycle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6093128A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2008148471A2 (en) * | 2007-06-05 | 2008-12-11 | Ktm Sportmotorcycle Ag | Motorbike |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0242105U (en) * | 1988-09-09 | 1990-03-23 |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5655735U (en) * | 1979-10-04 | 1981-05-14 | ||
| JPS57159926A (en) * | 1981-03-25 | 1982-10-02 | Honda Motor Co Ltd | Multi-cylinder engine |
-
1983
- 1983-10-26 JP JP20125883A patent/JPS6093128A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5655735U (en) * | 1979-10-04 | 1981-05-14 | ||
| JPS57159926A (en) * | 1981-03-25 | 1982-10-02 | Honda Motor Co Ltd | Multi-cylinder engine |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2008148471A2 (en) * | 2007-06-05 | 2008-12-11 | Ktm Sportmotorcycle Ag | Motorbike |
| WO2008148471A3 (en) * | 2007-06-05 | 2009-05-28 | Ktm Sportmotorcycle Ag | Motorbike |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6356407B2 (en) | 1988-11-08 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JPH0154522B2 (en) | ||
| US4903483A (en) | Exhaust system for V-type engine | |
| US20110073391A1 (en) | Hybrid vehicle | |
| JP2003341582A (en) | Four-wheeled traveling vehicle for rough terrain | |
| JPH026289A (en) | Motorcycle having engine with supercharger | |
| JPH0480201B2 (en) | ||
| JP2012228982A (en) | Assist motor arrangement structure of power unit for motorcycle | |
| JPS6093128A (en) | Two-crankshaft multi-cylinder engine for motorcycle | |
| JP4321100B2 (en) | Secondary balancer for outboard motor vertical engine | |
| US5165294A (en) | Engine, transmission assembly for vehicle | |
| JP3536804B2 (en) | Scooter type vehicle | |
| JP2886944B2 (en) | V-type two-stroke engine intake system | |
| JP2730115B2 (en) | Motorcycle | |
| JP2560426B2 (en) | Motorcycle engine | |
| JPS5853637A (en) | Power take-off device of straight-type 4-cylinder engine for light vehicle | |
| JP2632349B2 (en) | Driving mechanism for auxiliary equipment of internal combustion engine | |
| JPH0388912A (en) | V-form engine of motorcycle | |
| JPS5825515A (en) | 2-cycle engine for autobicycle | |
| JP2730997B2 (en) | Motorcycle equipped with V-type two-cycle engine | |
| JPS6326264B2 (en) | ||
| JP3877664B2 (en) | Low-floor vehicle power unit mounting structure | |
| JP4426656B2 (en) | V-type 2-cycle engine | |
| JPH07293266A (en) | Balancer arrangement structure of v-shaped two-cycle internal combustion engine | |
| JPH03266787A (en) | Arrangement structure of carburetor of motorcycle | |
| JP2005042558A (en) | Engine unit of saddle type vehicle |