Latest movements on Suzuki’s turbo

Will the Suzuki Recursion be reverse crank?!

(CG prediction of Suzuki Recursion. Expected time of announcement; TBC)

Latest news regarding the Suzuki Recursion sports bike fitted with a turbocharger has come in.

Same mechanism as MotoGP machine

A reverse crank is when an engine crankshaft rotates in the opposite direction to a standard forward-moving crankshaft. Its usage has been popular of late with bikes such as the RC213V, and in particular the YZR-M1 which has been using this mechanism for some time. It has the benefit of reducing the gyroscopic effect of the forward-moving wheels, and heightens movability of a bike at the cost of losing some stability. The word is that the GSX-RR may also adopt a similar inline-four engine structure to that of the YZR-M1.

Within Suzuki’s patent that was made public in August, its objectives state how “the reverse crankshaft will not harm the bike’s control and stability, and there will be a space reserved for a turbocharger arrangement”. The content is as follows: “Preparations have been made so that the engine’s (2) exhaust gases will act as the driving force for the turbocharger (27), a reverse crank (23) will operate in oppositeto the bike’s forward-moving direction of travel, and an axis line (C2) has been created so that the cylinders (21) are positioned to the rear of the centre of the crank. The turbocharger needs to be arranged in front of the cylinders. Due to this, we have been able to provide a space (S2) for a turbocharger to be arranged ahead of the cylinders, along with being able to counterbalance the inertia from the tyres and wheels.” So with regards to the reverse crank we can see how it offers the same effect as a MotoGP machine. The balancer (26) bears the role of being the driving force for the counter balancer (24). Furthermore, even if the offset cylinders might bear a tiny mechanical loss, provided there is space maintained in front of the engine then the design is very logical.

The main thread of this article, however, more than the reverse crank is that we can see how it has become essential for there to be a space to install a turbo. For this to work it is mandatory for the engine balancer to be configured behind the cylinders, and as a result we wonder if that’s why Suzuki opted for a reverse crank. In reality we don’t know whether the Recursion will adopt this mechanism or not, but with the timing of the patent application in February 2016, we are more curious about this than the display of the XE7 (See lower pic) engine exhibited at the Tokyo Motor Show in October 2015.

At the same time as the turbo XE7 engine was exhibited at the 2015 Tokyo Motor show, so too was the application for the patent diagram. This clearly included specs of a forward moving machine equipped with two balancers, with one of them positioned in front of the engine. The turbocharger is set above the balancers, but originally Suzuki probably wanted to set the turbo by the side of where the balancers are positioned.

The sports bike concept model of the turbo-fitted Suzuki Recursion was first announced at the 2013 Tokyo Motor Show, and at that time it was equipped with a 588cc OHC twin. The frame was aluminium, and the intercoolers were positioned under the seat in a unique design layout. At the next Motor Show in 2015 only the engine was on display, and the design was completely different, with intercoolers fitted to a DOHC Twin (XE7 exhibit). The level of completion was high and in a close position to put on the market for sale, so it seemed as though there would be a complete bike ready for the 2017 Motor Show, but no such joy as of yet!

This is the Recursion that was exhibited at the 2015 Tokyo Motor Show, under the theme of a middle size-class sports bike that has the actual ability of a litre size bike. Going in order, this can be counted as the first stage, the XE7 exhibited at the 2015 Tokyo Motor Show as the second stage, and the third stage being the showing of the patent for the reverse crank engine.

Will it be a forward moving XE7 or a reverse crank spec?

It’s a bit of a guess here, but it is probably the case that after the XE7 was exhibited, the design was then changed to a reverse crank engine spec. Here at Young Machine we had obtained information that the XE7 had accumulated some testing, so as a result these efforts in trying to advance and further improve the engine come as no surprise. Also, at the same time as the patent applied for the reverse crank and engine, a patent application was made for the frame and rear suspension, so it can be observed that this is an extensive development in progress. Which engines’ specs will be used in the end? And, is there anything else that’s been carried out that hasn’t yet been announced? Well, there is no definite information on this, but the evidence suggest that things are advancing considerably, and we would like to hope that something great will be announced this Autumn.

Along with the GSR250 illustration, here is the patent that was applied for the frame and rear suspension, and the frame equipped with the XE7 (Patent applied in 0ctober 2015). This means that there are two patents, but it was only a little bit later on that the patent for the reverse crank came at the beginning of 2016. So, if one considers this in an orderly manner, even if it turns out to be a reverse crank engine then we can assume that fundamentally the frame will not change. It is an exciting prospect to imagine having a reverse crank & turbo engine combination wrapped neatly within a compact trellis frame.

(CG prediction of Suzuki Recursion. Expected time of announcement; TBC) Four years on from the 2013 Tokyo Motor Show model. Rear intercooler engine → top-side intercooler turbo XE7 engine → twin spar frame → trellis frame, etc. It appears that the majority of changes have been added towards putting the bike on the market, with the hope of a middle turbo model. Because this CG is designed to heighten the sense that it will actually be sold on the market it has the style and form of a GSX-S1000F, although we are hoping that the real thing will reappear in typical Suzuki form worthy of the name! (CG)

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本誌編集長。雑誌は生き残りタイアップ全盛期だというのに、ひとり次期型ネタを嗅ぎまわって反感を買う現代のスクープ魔王。
■1972年生まれ
■愛車:BMW R100GS(1988)

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