Patent Description:
Multiple different engine types are known, for example, multiple fuel types are available, and multiple different sized engines are available, together with different numbers of cylinders. Engines may also be <NUM> or <NUM> stroke, and have cylinders positioned at multiple different orientations, for example the piston(s) may be oriented vertically, horizontally, in a V-configuration (V-twin) or at any other possible orientation. The engine may also be incorporated into a powertrain including an integrated transmission. The subject disclosure is applicable to all types of such engines.

Some engines are shown for example in <CIT> and <CIT>; and in Patent Application Serial Number <CIT> (<CIT>). <CIT> relates to the balancing of the inertia forces on a two cylinder V-type internal combustion engine. <CIT> relates to the structure of a cooling water passage for a V-type internal combustion engine and, more particularly, to a cooling water passage structure which includes a cooling water inlet port in communication with a water jacket of a cylinder head. <CIT> relates generally to cylinder block structures for V-type engines, and more particularly, to cylinder blocks that are provided with a structure to cool lubricating oil supplied in the cylinder block. <CIT> relates to a lubricating device for a V-type engine. <CIT>relates to a cylinder block structure of a V-type engine configured to cool the engine lubricating system oil by the cooling water cooled by the radiator. <CIT> relates to a V-type multi-cylinder engine in which a crankshaft is rotatably supported by a plurality of journal walls provided in an engine block having a pair of cylinder barrels arranged in a V-shape and bearing caps fastened to the journal walls.

The invention is set forth in claim <NUM>. Dependent claims recite advantageous embodiments of the invention. Disclosed herein is an engine comprising a crankcase; a crankshaft journalled in the crankcase; a piston coupled to the crankshaft; and a cylinder in which the piston reciprocates. A head is positioned over the piston and cylinder, the head including a first aperture therethrough profiled for a spark plug. At least one camshaft is positioned in the head and over the cylinder. A cam retainer is positioned over the cam to retain the cam to the head, the cam retainer comprising a second aperture profiled to at least partially overlie the first aperture, the cam retainer being in a sealed relation with the head at the interface of the first and second apertures. A valve cover is receivable over the head and cam retainer, and has a third aperture therethrough, the third aperture being profiled to at least partially overlie the second aperture, the valve cover being in a sealed relation with the cam retainer at the interface of the second and third apertures.

Also disclosed herein is an engine comprising a crankcase profiled in a V-configuration having two cylinders, each having a cylinder bore. A head is positioned over each of the cylinders. A crankshaft is journalled in the crankcase. Two pistons are coupled to the crankshaft and are positioned in respective cylinders to reciprocate therein. A water pump is coupled to the crankshaft, the water pump comprising a water pump drive shaft having a drive end and an impeller end. The drive end of the water pump shaft is positioned on a first side of the crankcase and the impeller is positioned on a second side of the crankcase.

Also disclosed herein is an engine comprising a crankcase profiled in a V-configuration; two cylinders, each having a cylinder bore; a head positioned over each of the cylinders; a crankshaft journalled in the crankcase; and two pistons coupled to the crankshaft and positioned in respective cylinders to reciprocate therein. A water pump is coupled to the crankshaft, the water pump comprising a water pump housing, wherein at least a portion of the water pump housing is defined in the outer face of the crankcase.

Also disclosed herein is a powertrain comprising a crankcase; a cylinder having a cylinder bore; a head positioned over the cylinder; a crankshaft journalled in the crankcase; a piston coupled to the crankshaft and positioned in the cylinder to reciprocate therein; a drive gear fixedly coupled to the crankshaft and rotatable therewith; and first, second and third driven gears is meshing engagement with the drive gear and driving other components of the powertrain.

Also disclosed herein is an engine cylinder including an annular channel having cooling water fed therein, and an insert positioned in the annular channel allows controlled passage of water causing a damming effect, to ensure the annular channel is filled.

The above mentioned and other features, and the manner of attaining them, will become more apparent and the invention itself will be better understood by reference to the following description taken in conjunction with the accompanying drawings, where:.

Corresponding reference characters indicate corresponding parts throughout the several views. Unless stated otherwise the drawings are proportional. The embodiments disclosed below are not intended to be exhaustive or to limit the invention to the precise forms disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art may utilize their teachings. While the present disclosure is primarily directed to a motorcycle engine it should be understood that the features disclosed herein may have application to other power sports vehicles as well, such as ATVs, snowmobiles, utility vehicles, watercraft, etc..

With reference first to <FIG>, a power train is shown generally at <NUM>. Power train <NUM> is intended for a motorcycle, but could be used as a power train for other vehicles as well. Power train <NUM> is a combination of an engine and a transmission in a single module, where the engine portion is shown at <NUM> and the transmission portion is shown at <NUM>. Power train <NUM> includes a front cylinder assembly <NUM> (<FIG>) and a rear cylinder assembly <NUM>. A unified block <NUM> (<FIG>) is provided for both the engine and the transmission portions <NUM>, <NUM>. As shown, front cylinder assembly <NUM> is comprised of a front cylinder <NUM> (<FIG>), front head <NUM> (<FIG>), and front valve cover <NUM> (<FIG>). As best shown in <FIG>, rear cylinder assembly <NUM> is comprised of a rear cylinder member <NUM>, a rear head <NUM>, and a rear valve cover <NUM>. Clutch cover <NUM> is coupled to the block <NUM> at the rear transmission portion <NUM>. A gear cover <NUM> (<FIG>) is coupled to the block <NUM> at a front end thereof at the engine portion <NUM> to cover multiple gear shafts as described herein. Block <NUM> defines an engine crankcase and a transmission housing.

Power train <NUM> includes an oil filter at <NUM> (<FIG>); a thermostat assembly <NUM> (<FIG>); front exhaust port <NUM> (<FIG>); and throttle <NUM> (<FIG>). Power train further includes water pump <NUM> (<FIG>) and output drive sprocket <NUM> (<FIG>). Rear exhaust port <NUM> is shown in <FIG>. Finally, power train <NUM> includes front and rear spark plug opening <NUM>, <NUM> as shown in <FIG>.

With reference now to <FIG>, power train block <NUM> will be described in greater detail. With reference first to <FIG>, block <NUM> is comprised of two halves, 12a and 12b. With reference still to <FIG>, block portion 12a includes an inner wall at <NUM> defined by a perimeter wall at <NUM> defining an internal volume at <NUM>. Internal wall <NUM> is machined to define a planar edge at <NUM> having a plurality of threaded apertures <NUM> defined within bosses <NUM>. In a like manner, and with reference to <FIG>, block portion 12b includes an inner wall <NUM> having a perimeter wall <NUM> defining an internal volume at <NUM>. Wall <NUM> defines a planar edge at <NUM> having threaded apertures <NUM> defined within bosses <NUM>.

With reference now to <FIG> and <FIG>, multiple apertures extend completely through block <NUM> through both walls <NUM>, <NUM> as described herein. As shown, aperture <NUM> is defined by inner diameter <NUM> of boss <NUM> (<FIG>); and by diameter <NUM> defined by boss <NUM> (<FIG>). Aperture <NUM> is profiled for the mounting of a crank shaft as described herein. With reference now to <FIG>, through aperture <NUM> is shown for a water pump drive shaft as described herein. Aperture <NUM> is defined by diameter <NUM> on block half 12a and diameter <NUM> on block half 12b, as shown in <FIG>.

With reference now to <FIG> and <FIG>, a through aperture <NUM> for mounting a clutch will be described in greater detail herein. Aperture <NUM> is defined by a boss <NUM> and defines an internal diameter <NUM> (<FIG>). Aperture <NUM> communicates with opening <NUM> (<FIG>), which resides within housing <NUM>, as further described herein. Block portion 12b further includes an aperture at <NUM> having a diameter at <NUM> for receiving an output shaft carrying drive sprocket <NUM>.

With reference now to <FIG> and <FIG>, a water pump housing <NUM> is defined integral with block portion 12b. Water pump housing <NUM> includes multiple steps including <NUM>, <NUM>, <NUM>, and <NUM>, where step <NUM> defines the convolutes 180a, 180b (<FIG>) for the discharge water through housing <NUM>. As shown in <FIG>, convolutes 180a, 180b are spiraled having a portion <NUM> intersecting with stepped portion <NUM>, which spirals outwardly and together with portion <NUM> forms a water channel as a recess from planar surface <NUM>. The convolutes 180a, 180b lead into openings <NUM>, which move rearwardly as viewed in <FIG> to communicate with openings <NUM> as best viewed in <FIG>. Water openings <NUM> extend up to the upper planar surface <NUM> of the block <NUM>, which surface is profiled to receive cylinder <NUM> as further described herein. Thus passageways are defined between the convolutes 180a, 180b and upper faces 190a, 190b where portions 186a, 186b extend into the crankcase along an axis generally parallel with the rotational axis of the crankshaft; and portions 188a, 188b extend into the crankcase along an axis generally parallel with an axis of the cylinder bore.

It should be appreciated from viewing <FIG> that a single water pump housing <NUM> is integrally defined in the face <NUM> and defines two convolutes 180a and 180b where convolute 180a will feed cooling water to front cylinder assembly <NUM> and convolute 180b will feed water to rear cylinder assembly <NUM> as further described herein.

With reference to <FIG>, it should be appreciated that through opening <NUM> is within the "V" defined by the centerlines 194a and 194b, which extend through the center of opening <NUM> and which are perpendicular to the planar surfaces 190a, 190b. It should be appreciated that centerlines 194a and 194b define an acute angle and also represent the centerline of the pistons within engine portion <NUM>. As shown in <FIG> and <FIG>, centerline 194a intersects openings 186a, 188a while centerline 194b intersects opening 186b, 188b. As shown, centerline 194a generally bisects openings 186a, 188a while centerline 194b generally bisects opening 186b, 188b.

With reference now to <FIG>, it should be appreciated that upper planar surfaces 190a and 190b are defined by the two block halves 12a and 12b. Openings 200a and 200b are also provided defining a receiving area for cylinders <NUM>, <NUM>, respectively, as further described herein. With reference to <FIG> and <FIG>, block half 12a includes passageway 210a through surface 190a and passageway 210b extending through surface 190b, respectively. It should be appreciated that passageways 210a and 210b open into the open volume <NUM> (<FIG>), and provide access for cam chains as described herein.

With reference now to <FIG>, an engine crankshaft is shown at <NUM>. Engine crank shaft <NUM> includes a shaft portion <NUM> extending from counterweight <NUM> and a shaft portion <NUM> extending from counterweight <NUM>. Shaft portion <NUM> includes main journal <NUM>, increased diameter portion <NUM> splined shaft portion <NUM> and post portion <NUM> having a threaded aperture at <NUM>. Shaft portion <NUM> includes main journal <NUM>, shaft portion <NUM>, and tapered shaft portion <NUM>. Crankshaft <NUM> further includes a crank pin journal <NUM> extending between counterweights <NUM>, <NUM>. A reduced mass portion <NUM> is provided as a hollowed out portion of counterweights <NUM> and <NUM> on an inside thereof defining an arcuate surface <NUM>, a wall portion at <NUM>, and a planar portion at <NUM>.

With reference now to <FIG>, <FIG> and <FIG>, a drive train for the water pump will be described herein. As shown best in <FIG>, drive gear <NUM> is provided having internally splined coupling at <NUM>, which corresponds with the splined exterior at <NUM> (<FIG>) of crank shaft <NUM>. Drive gear <NUM> further includes exterior teeth at <NUM>, wherein the rotation of crank shaft <NUM> causes a driving rotation of gear <NUM>. Driven gear <NUM> is entrained with drive gear <NUM>. Gears <NUM>, <NUM> include gear teeth <NUM>, <NUM>, respectively, which correspond in pitch with teeth <NUM> of drive gear <NUM>. Driven gear <NUM> is a backlash gear where gears <NUM>, <NUM>, are torsionally spring loaded relative to each other such that teeth <NUM>, <NUM> are slightly rotationally spaced away from each other. This reduces the noise and vibration of the teeth engagement.

Gear <NUM> is mounted to a shaft <NUM> having a shaft portion at <NUM>, which terminates in a shoulder <NUM> (<FIG>) of shaft <NUM>. Gear <NUM> is fixed relative to shaft portion <NUM> by way of a key and keyway as is known in the art. As shown in <FIG>, shaft <NUM> further includes a first gear <NUM> and a second gear at <NUM>. It should be appreciated that gears <NUM> and <NUM> cooperate to drive cam chains as will be described in further detail herein. Shaft <NUM> further includes, at an opposite end, shoulder <NUM>, diameter <NUM>, and diameter <NUM>. As shown best in <FIG>, a gear <NUM> is positioned on outer diameter portion <NUM> and in abutment with shoulder <NUM>. Gear <NUM> is also fixed relative to shaft <NUM> by way of a key and keyway as described above. Shaft <NUM> is rotatably held by two bearings, a ball bearing <NUM> positioned adjacent a first side (see <FIG>) and a plain bearing (not shown) but positioned between surfaces <NUM>, <NUM> in <FIG>).

With reference now to <FIG>, a water pump impeller drive is shown at <NUM>. Drive <NUM> includes a shaft <NUM> having a driven gear <NUM> on one end thereof entrained with drive gear <NUM>. The pump impeller <NUM> is mounted to an opposite end of the shaft <NUM> and includes vanes <NUM>. Impeller <NUM> includes an outer diameter portion <NUM>. A seal <NUM> is provided having sealing ribs at <NUM>.

With reference now to <FIG>, crankshaft <NUM> is shown coupled to drive gear <NUM>, which is in turn drivingly coupled to gear <NUM>. Gear <NUM> is coupled to shaft <NUM>. Shaft <NUM> is shown with diameter portion <NUM> mounted in aperture <NUM> (see also <FIG>) and with a bearing cap <NUM> coupling the opposite end <NUM> with a ball bearing <NUM>, having balls <NUM>. Bearing cap <NUM> is coupled directly to block <NUM>. <FIG> also shows gears <NUM>, <NUM> in meshing engagement and with gear <NUM> coupled to shaft <NUM> by way of fastener <NUM>. Bearing <NUM> is positioned in aperture <NUM> and cooperates with shaft <NUM> for rotation of shaft <NUM>. The direction of shaft rotation is shown by the arrow in <FIG>.

It should be appreciated that this positions impeller <NUM> in position within water pump housing (<FIG>, <FIG>) with vanes <NUM> positioned proximate convolutes 180a, 180b. <FIG> shows the linkage between crank shaft <NUM> and water pump impeller <NUM> and further shows a water pump cover <NUM> having a mating face at <NUM>, which can mount flush with planar surface <NUM> (<FIG>). Water pump cover <NUM> may mount to water pump housing <NUM>, for example, by way of fasteners through corresponding apertures 404a, 406a; 404b, 406b; and 404c, 406c. Housing <NUM> further includes an intake coupling at <NUM> to provide water into housing <NUM>. Cover also includes an elongate portion 412a to enclose convolute 180a and elongate portion 412b to enclose convolute 180b.

Thus, it should be appreciated that water pump <NUM> and, in particular, water pump impeller <NUM> is directly coupled to crank shaft <NUM>, whereby rotation of crankshaft <NUM> causes movement of water through intake coupling <NUM> through water pump <NUM> delivering water at upper surfaces 198a, 190b (<FIG>) of engine block <NUM> through apertures 188a, 188b. With reference now to <FIG>, cylinder <NUM> will be described in greater detail.

With reference now to <FIG>, cylinder <NUM> will be described in greater detail. It should also be noted that the description relates to cylinder <NUM>, which is the cylinder for the front cylinder assembly <NUM>, however, it should also be appreciated that cylinder <NUM> is substantially the same as that described with respect to cylinder <NUM>; with the exception that cylinder <NUM> is in a mirror-image relationship.

As shown in <FIG>, cylinder <NUM> includes a central cylinder portion <NUM> having an internal diameter portion at <NUM>, which as should be appreciated receives a piston of the engine portion of the power train. Cylinder portion <NUM> includes an upper surface at <NUM>, which is planar with the remaining upper surface portion <NUM> of cylinder <NUM>. As shown in <FIG> and <FIG>, a lower planar surface <NUM> is defined in a parallel manner with upper planar surface <NUM>. It should also be noted that cylinder portion <NUM> has a lower portion <NUM> extending below lower planar surface <NUM>. It should also be appreciated that lower cylinder portion <NUM> extends below upper surface 190a (<FIG>) and into opening 200a (<FIG>) and into the crankcase of block <NUM>.

A wall portion <NUM> (<FIG>) encircles cylinder portion <NUM> and defines an internal circular surface at <NUM> spaced away from an internal surface <NUM> of cylindrical portion <NUM> defining a channel <NUM> therebetween. It should be appreciated that channel <NUM> is defined to receive cooling water such that cooling water circulates around cylinder portion <NUM> and cools cylinder portion <NUM> from heat caused by the combustion. In that respect, a channel or opening <NUM> is defined between cylinder portion <NUM> and outer wall <NUM> as shown best in <FIG> and <FIG>. It should be appreciated that opening <NUM> corresponds with passageway 188a (<FIG>) when cylinder <NUM> is positioned on surface 190a of block <NUM>. Outer wall <NUM> further includes a plurality of bosses, such as <NUM> providing apertures at <NUM>, which as should be appreciated, receives a stud placed in a top of block <NUM>, as is known in the art.

Cylinder <NUM> also includes an enclosed volume portion <NUM> providing an internal generally rectangular internal volume at <NUM>, which corresponds with opening 210a (<FIG>) when cylinder <NUM> is positioned on block <NUM>. Volume portion <NUM> allows the passage of cam chains upwardly to overhead cams as described herein.

Cylinder <NUM> is designed to ensure adequate cooling around the cylinder. As shown in <FIG>, a slot <NUM> is provided on internal surface <NUM> adjacent to upper surface <NUM>. As shown in <FIG>, an insert <NUM> is provided having a tapered body portion <NUM> having an internal arcuate surface at <NUM> having a tab portion at <NUM>. Outer surface of insert <NUM> includes slot portions at <NUM> interrupting outer surface <NUM>. With reference to <FIG>, insert <NUM> is shown inserted with tab <NUM> positioned in slot <NUM> and positioned over boss <NUM>. As shown, insert <NUM> is positioned adjacent to water channel <NUM> and extends across internal water channel <NUM>. Slots <NUM> allow some controlled passage of water through the insert, however, insert <NUM> creates a damming effect, causing water to circulate and fill the entire void or channel <NUM> to ensure proper cooling of the entire cylinder <NUM>. With reference now to <FIG>, head <NUM> will be described in greater detail.

With reference first to <FIG>, head <NUM> includes a lower planar surface <NUM> having a plurality of mounting apertures at <NUM>, which correspond in location to apertures <NUM> (<FIG>) in order to position head in position relative to cylinder <NUM>. Head <NUM> further includes a plurality of water receiving slots <NUM>, which are positioned in a diametrical pattern, which matches the pattern of water channel <NUM> (<FIG>) on the upper side of cylinder <NUM>. Thus it should be appreciated that water flowing upward through cylinder <NUM>, and through channel <NUM>, flows into channels <NUM> to cool combustion chamber <NUM> of head <NUM>. It should also be appreciated that combustion chamber <NUM> includes two openings <NUM> for intake valves and two openings <NUM> for exhaust valves.

Head <NUM> is a cast item including a plurality of internal chambers. First, and with respect to <FIG>, an internal water chamber <NUM> is defined on an outside of combustion chamber <NUM> which communicates with water outlet <NUM> (<FIG>). Thus, water moving through cylinder <NUM> into head <NUM> travels through channels <NUM> into chamber <NUM> and exits at <NUM>. It should also be appreciated that water outlet <NUM> exits into the "V" of the engine and a corresponding opening on head <NUM> will also open into the "V" of the engine such that each of the outlets face the opposing cylinder assembly.

As shown in <FIG>, an internal air chamber is defined, which communicates with intake ports, which in turn communicate with valve openings <NUM>. Air intake port is shown at <NUM>, which communicates with internal chamber <NUM> (<FIG>) and includes a flange <NUM> and mounting apertures at <NUM>. Thus air traveling into head <NUM> travels through air intake port <NUM> through to chamber <NUM> and into combustion chamber <NUM> through valve openings <NUM>. In a like manner, exhaust valve openings <NUM> communicate with an internal exhaust chamber (not shown), which communicates with exhaust port <NUM> as shown in <FIG>.

With reference again to <FIG> and <FIG>, head <NUM> includes an upper planar surface at <NUM>, and further defines cam receiving areas; area <NUM> for an exhaust cam and area <NUM> for an intake cam. In that regard, head <NUM> includes transverse wall <NUM> having a semi-cylindrical receiving opening at <NUM> and transverse wall <NUM> having a semi-cylindrical opening at <NUM>. As shown best in <FIG>, transverse wall <NUM> further includes a semi-cylindrical opening at <NUM> and transverse wall <NUM> includes a semi-cylindrical opening at <NUM>. Thus, it should be appreciated that cam shafts lie across the respective valve openings, <NUM>, <NUM>, and lay in their corresponding receiving areas <NUM>, <NUM>, as further described herein.

As shown in <FIG>, head <NUM> also includes a central tubular portion <NUM>, which may be cylindrical having an opening at <NUM>, which may also be cylindrical. It should be appreciated that cylindrical opening <NUM> provides access to a spark plug receiving opening <NUM> (<FIG>), which in turn communicates with combustion chamber <NUM>. Head <NUM> further includes passageway <NUM> for a cam chain, which passes through upper face <NUM> and lower face <NUM>. It should be appreciated that passageway <NUM> corresponds with passageway <NUM> (<FIG>) and passageway 210a (<FIG>). Pairs of apertures 594a, 594b flank semi-cylindrical openings <NUM>, <NUM>; and apertures 596a, 596b flank semi-cylindrical openings <NUM>, <NUM>, respectively, for retention of cams in their corresponding receiving areas <NUM>, <NUM> as described herein.

While only a single head is shown at <NUM>, it should be understood that a family of heads is contemplated, each having a variety of different diameters <NUM>, to vary the displacement.

With reference now to <FIG> and <FIG>, the alignment of cylinder <NUM> and head <NUM> will be described. As shown best in <FIG>, head <NUM> is shown positioned over cylinder <NUM>, such that cam passageways <NUM> and <NUM> align providing a consistent vertical passageway; furthermore, water channel <NUM> in the top of cylinder <NUM> is shown aligned with water chamber <NUM> and with receiving openings <NUM>. As mentioned previously, coolant water travels upwardly through the block <NUM> through passageway <NUM> of cylinder <NUM> upwardly through openings <NUM> into chamber <NUM> to cool both the cylinder and combustion chamber <NUM> and exit through port <NUM> (<FIG>). Finally, with respect to <FIG>, the intersection of convolute 180a and upper passageway 188a of block <NUM> is shown in combination with the communication of passageways <NUM>, <NUM>, and chamber <NUM>.

The completion of the water cooling system will now be described in relation to the thermostat assembly <NUM>. As shown in <FIG>, thermostat <NUM> sits in the "V" of the engine portion <NUM> intermediate the front cylinder assembly <NUM> and the rear cylinder assembly <NUM>. Thermostat assembly <NUM> includes a thermostat <NUM> having a first input at <NUM> and a second input at <NUM>. Thermostat <NUM> includes two outlets; one at <NUM> and a second at <NUM>. Inlet <NUM> communicates with water outlet port <NUM> (see also <FIG>) by way of a hose <NUM>. It should be appreciated that hose <NUM> is fixed in place by way of clamps such as <NUM>, <NUM>. A second hose <NUM> is provided with a first end coupled to inlet <NUM> and a second end coupled to a corresponding water outlet port <NUM> of cylinder assembly <NUM>. Thus, coolant water traveling up through cylinder assemblies <NUM> and <NUM> as described above in relation to <FIG>, exits through corresponding water ports <NUM> in head <NUM> and into hoses <NUM>, <NUM>, and flows into thermostat <NUM> through ports <NUM>, <NUM>.

Thus, if the coolant water is still cool, as in the case of a recently started engine, thermostat will remain closed and the coolant water will exit through port <NUM> into hose <NUM>. Hose <NUM> has a first end <NUM> coupled to port <NUM> by way of clamp <NUM>, and a second end <NUM> coupled to a return port (<FIG>) by way of a coupling (not shown). Coupling <NUM> returns the coolant water directly to water pump <NUM> to recirculate the water through the convolutes and back through the front and rear cylinder assemblies <NUM>, <NUM>, as previously described. When the engine heats to a position where the thermostat is opened (given the preset temperature for thermostat <NUM>), water flows through exit port <NUM>, and will proceed toward the front of the motorcycle to a radiator. It should be appreciated that the radiator will have an inlet port coupled to port <NUM> and an outlet port coupled to port <NUM> (<FIG>) to provide a closed system for the coolant water. An exemplary motorcycle for use with power train <NUM> is described more fully in our co-pending patent application serial no. <CIT>, (Attorney Docket No. PLR-<NUM>-<NUM>.

With reference now to <FIG> and <FIG>, a cam carrier or carrier is shown at <NUM> having a body portion <NUM> for overlying cam receiving area <NUM> and a body portion <NUM> for overlying cam receiving area <NUM>. Body portion <NUM> includes apertures 704a for alignment with apertures 594a; apertures 704b for alignment with apertures 594b; apertures 706a for alignment with apertures 596a; and apertures 706b for alignment with apertures 596b. As shown best in <FIG>, cam carrier <NUM> also includes semi-cylindrical recess <NUM>, which corresponds with semi-cylindrical recess <NUM>; and a semi-cylindrical recess <NUM>, which corresponds to recess <NUM> (<FIG>) on head <NUM>. Body portion <NUM> includes a semi-cylindrical recess <NUM> corresponding to recess <NUM> and recess <NUM> corresponding to recess <NUM> (<FIG>). As shown in <FIG>, a lower surface of cam carrier <NUM> also includes a planar surface <NUM>, which can fit flushly with top surface <NUM> (<FIG>) of head <NUM>.

As shown in <FIG>, cam carrier <NUM> further includes a central tubular portion <NUM> which may be cylindrical, having an upper surface at <NUM> and a lower surface at <NUM>. As shown in <FIG>, lower surface <NUM> includes an undercut portion <NUM>, defining an annular recess, for recessing a seal (not shown). Lower surface <NUM> is profiled to cooperate with cylindrical portion <NUM> (<FIG>) and cylindrical portion <NUM> further includes an inner diameter at <NUM>, which is substantially the same as inner diameter <NUM> (<FIG>) of cylindrical portion <NUM>. Thus, cams may be positioned in the receiving areas <NUM> and <NUM> with the cam gear positioned in area <NUM> (<FIG>). Cam carrier <NUM> may then be received over the cams and coupled to the head to retain the cams in position in their respective areas <NUM>, <NUM> and above intake and exhaust valves.

With respect now to <FIG>, valve cover <NUM> is shown having a body portion <NUM> having a central area <NUM> having an opening at <NUM> defined by a cylindrical member <NUM>. As shown best in <FIG>, cylindrical member <NUM> has a seal <NUM> having an inner channel <NUM>. Seal <NUM> could be a discreet seal or could be integrally molded with cylindrical portion <NUM>. It should be appreciated that seal <NUM>, and more particularly channel <NUM>, is received over upper end <NUM> (<FIG>) of cylindrical portion <NUM> of cam carrier <NUM>. As shown, body portion <NUM> is generally curved along its top side having end walls <NUM> and <NUM>. An exit port is positioned at <NUM> coupled to a breather tube <NUM> as will be described herein. An underside of valve cover <NUM> includes a baffle plate <NUM> defined by a plate portion <NUM>. Plate portion <NUM> includes a circular opening <NUM> receivable over tubular portion <NUM>. Baffle plate <NUM> further includes upright baffles <NUM> and fasteners <NUM> couple baffles plate <NUM> within valve cover <NUM>. Hose <NUM> is then connected to an air box of a motorcycle to recycle unspent gases that leak through the combustion chamber, back to the air box and air cleaner for recycling of the unspent gasses.

With reference now to <FIG> and <FIG>, the interaction of head <NUM>, valve cover <NUM> and cam carrier <NUM> will be described. As shown, cam retainer <NUM> sits above head <NUM> and is positioned over the cams to retain the cams in the head. The cam carrier comprises an upstanding tubular wall <NUM> which defines the aperture <NUM>. The upstanding tubular wall <NUM> defines the lower planar surface <NUM> (see <FIG>) profiled to interface with an upper planar surface <NUM> of the head. A seal (see <FIG>) is at the interface of the lower planar surface <NUM> of the upstanding tubular wall and the upper planar surface <NUM> of the head. Central cylindrical portion <NUM> is positioned over head <NUM> and in alignment with opening <NUM> (see <FIG>). Valve cover <NUM> is shown positioned over cam carrier <NUM> such that aperture <NUM> (see <FIG>) overlies the aperture <NUM>. Seal <NUM> is in position over cylindrical portion <NUM> thereby sealing valve cover <NUM> to head <NUM>, through the cam carrier <NUM>.

With reference now to <FIG> and <FIG>, other aspects of the disclosure will now be described. As mentioned previously, drive gear <NUM> which is coupled directly to crank shaft <NUM> drives gear <NUM>. As shown in <FIG>, it was previously described that gear <NUM> drives gears <NUM> and gear <NUM>, which ultimately drive cam chains. Cam chains 850a and 850b are shown in <FIG>, which would be entrained to gears <NUM>, <NUM>, respectively. Power train <NUM> further includes an exhaust timing gear 852a and an intake timing gear 854a and exhaust timing gear 852b and intake timing gear 854b. Thus, timing chains extend through the passageways defined by individual passageway 210a (<FIG>), passageways <NUM> (<FIG>), and passageway <NUM> (<FIG>). <FIG> also shows timing chain tensioners 860a, 860b, and 862b.

In addition, a front driven gear <NUM> is shown, which drives an oil pump <NUM> (<FIG>), which is positioned generally and directly behind driven gear <NUM>. Oil pump <NUM> has an oil pick up line <NUM> having a snorkel at <NUM> (see <FIG>). In addition to driven gear <NUM>, drive gear <NUM> also drives <NUM> (see <FIG>), which drives clutch <NUM>. Clutch <NUM> drives a shaft <NUM> (see <FIG>) having a plurality of gears <NUM> in meshing engagement with a plurality of gears <NUM> (<FIG>). Gears <NUM> are ultimately coupled to output sprocket <NUM> (see <FIG>), which will be coupled to motorcycle rear wheel by way of a belt (not shown).

Thus, driven gear <NUM> drives multiple aspects of the power train from a single gear directly driven off of the crank shaft. As mentioned, driven gear <NUM> drives gear <NUM>, which in turn drives both cam chains 850a and 850b, which in turn drives the overhead cams. In addition, drive gear <NUM> drives the water pump through the coupling engagement of the water pump drive shaft <NUM> to driven gear <NUM>. Drive gear <NUM> further drives driven gear <NUM>, which in turn drives oil pump <NUM>. Finally as mentioned, drive gear <NUM> drives gear <NUM> driving clutch <NUM>.

With reference again to <FIG>, the sealing between most interfacial components includes a press in place square bead seal, such as seal <NUM>, which provides a robust seal eliminating leaks.

As shown in <FIG> a speed sensor <NUM> is provided, which moves laterally with the laterally movable gears.

With reference to <FIG>, the water pump cover <NUM> is shown which includes a portion <NUM> to cover the water pump housing <NUM>, and a portion <NUM> to cover the generator; the common cover makes the parts seem seamless. As shown in <FIG>, the small cover or badge <NUM> is removable for testing purposes.

Claim 1:
An engine comprising a crankcase profiled in a V-configuration; a first cylinder (<NUM>) having a first cylinder bore; a second cylinder (<NUM>) having a second cylinder bore; a head (<NUM>, <NUM>) positioned over each of the first and second cylinders (<NUM>, <NUM>); a crankshaft (<NUM>) journalled in the crankcase; a first piston coupled to the crankshaft (<NUM>) and positioned in the first cylinder (<NUM>) to reciprocate therein; a second piston coupled to the crankshaft (<NUM>) and positioned in the second cylinder (<NUM>) to reciprocate therein; and a water pump (<NUM>) comprising a water pump housing (<NUM>); wherein the water pump (<NUM>) is coupled to the crankshaft (<NUM>), and wherein at least a portion of the water pump housing (<NUM>) including a wall of a first convolute (180a) and a wall of a second convolute (180b) is defined in an outer face of the crankcase, and wherein a first plane through a centerline (194a) of the first piston extending parallel to the rotational axis of the crankshaft (<NUM>) intersects an opening (186a) of the first convolute (180a) and a second plane through a centerline (194b) of the second piston extending parallel to the rotational axis of the crankshaft (<NUM>) intersects an opening (186b) of the second convolute (180b), characterized by a water pump drive shaft (<NUM>) having a drive end and an impeller end, the drive end of the water pump shaft is positioned on a first side of the crankcase and the impeller end of the water pump shaft is positioned on a second side of the crankcase.