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Throughout the history of the motorcycle, attempts have been made to mass-produce motorcycles with a Wankel engine, or rotary engines. Consider the top ten of these bikes, according to Visordown.
The Wankel rotary engine, in terms of mass production, turned out to be one of the greatest technical failures of the 20th century. The designers promised us a revolution in the automotive and motorcycle industries, but over the decades of working on an engine of this design, they have not been able to solve its inherent technical problems.
We will not delve into the details of the mind-blowing and seemingly not entirely logical concept of a rotary engine, but note that the desire for motors of this design, in addition to power, is also caused by the absence of many parts, such as pistons, connecting rods, timing, etc. Unfortunately, this concept, as ingenious as it is mind-blowing, is squeezed into the framework of several design flaws, preventing it from winning over traditional piston engines.
We all know about existence rotary motorcycles Norton and Suzuki RE5, but motorcycle history also knows many other examples when motorcycles with such engines went beyond prototypes and entered the market. Here's our selection:
10: Hercules / DKW W-2000.
The first on our list will be the most old motorcycle with Wankel engine. This is the Hercules, designated in the UK as the DKW W-2000. The record holder for sales among motorcycles with rotary engineissuing 30 horse power with an engine volume of 294 cubic centimeters (although the volume of rotary engines cannot be compared with the volume of piston engines).
This motorcycle was produced in Germany from 1974 to 1977. 1,800 copies were produced. As a transmission to the cardan wheel, powered by a Bing carburetor.
9: Yamaha RZ201.
Don't worry, this is not a gap in your knowledge of motorcycle history. Yamaha never really launched mass production motorcycles with a rotary engine, but was already on the verge of this. In 1972, the Tokio Motor Show featured motorcycle Yamaha RZ201 with 66 horsepower 660 cc Wankel engine. Unfortunately, only a few prototypes were built, but if you really like this bike, you can turn your attention to the Yamaha TX750, with a traditional engine, but on the same frame and similar design.
8: Norton Interpol II
Norton worked on a prototype rotary motorcycle during the 70s of the last century, but such motorcycles did not go into production until 1984. However, the release was small-scale, it was something between a prototype and serial model, therefore, if the plastic seemed familiar to you, you are not mistaken - the whole body kit was taken from motorcycle bmw The R100RT, the police's favorite motorcycle in those years.
7: Kawasaki X99 RCE.
Back to prototypes again. The Kawasaki X99 RCE was a two-rotor motorcycle with a 900cc 85 horsepower engine shown to the public in 1972. But then Kawasaki realized the level of production and license costs, and this motorcycle disappeared into history.
6: Norton Classic.
Endless design research has resulted in the production of the Norton Classic rotary motorcycle. Using the same 588cc twin-rotor air-cooled motor found on the Interpol II, a limited edition of 100 was produced. It was the first attempt at a serial rotary motorcycle in 11 years, since 1987, when motorcycle enthusiasts were able to see the Suzuki RE5.
5: Van Veen OCR1000.
One of the smaller Dutch motorcycle manufacturers has undertaken an ambitious project to create a motorcycle with a Wankel engine. Twin rotor 996cc (developed by NSU for citroen cars) the motor produced 107 horses and could accelerate the motorcycle to a maximum speed of 135 mph (217 km / h) - very robust for 1978, in which mass production began, after several years of scientific research. The motorcycle had a pleasant appearance, although a rotary engine is not initially as aesthetic as a piston engine. Buyers, however, were not impressed, and over the years of production, from 1978 to 1981, only 38 units were sold. An attempt to revive production in 2011, with an obscene motorcycle price of 81,000 Euros, added 10 more motorcycles to that result.
4: Norton Commander.
Commander "P53" was another production rotary motorcycle that was released in 1989. It was built around a new water-cooled twin-rotor engine and wasn't too bad in every sense. Racing successes also helped give a small boost to sales.
3: Suzuki RE5.
In fact, if you are after the experience of riding a rotary motorcycle, you will almost certainly come to the Suzuki RE5. While the competitors were limited to the production of small batches, Suzuki was able to establish a truly mass production of rotary motorcycles. You can still find a couple on ebay and buy. The engine is single-rotor (it is less likely that there will be any problems), 65-horsepower, could not boast of power even in 1975, but the motorcycle has a neat design and peculiar style rear light and dashboard.
2: Norton F1.
Considering Norton's successful racing performances with Wankel engines, it seems odd to install such a motor on the Commander, which was a tourer. But that oddity was eliminated in the 1990s with the release of the Norton F1, an almost full-fledged sports bike similar in design to the first generations of the CBR600, CBR1000 and Ducati Paso. About 130 motorcycles were produced.
1: Norton F1 Sport.
Finally, a real sport bike was released, earning a decent racing reputation for itself in races such as BSB and TT. Compared with previous version, the side plastic was changed, now giving aesthetes a view of the graceful frame, the shape of the saddle was changed. Unfortunately, at that time, Norton was already in a state of agony, so it was assembling the F1 Sport for the sake of selling the remaining parts, rather than to attract the consumer. In any case, the next rotary F2, although it was shown to the public in 1992, was no longer on the conveyor.
At the end of the 80s, an experimental model of an escort motorcycle (to accompany the motorcade of official delegations and the patrol service) with an RPD was created.
Specialists from the Izhevsk Motorcycle Plant were entrusted with this project, and this was a full-fledged state order, which provided for the model to be put into small-scale production.
Bogatyrev Viktor Nikolaevich and Glukhov German Yakovlevich are working on the layout of IZH-Leader:
As power unit provided for the installation of a 2-section rotary piston motor RD-601. With a working volume of 613 cubes, it produced 52 hp. at 6000 rpm and a maximum torque of 51 Nm (at 3500 rpm). This installation was developed in Togliatti and was largely unified with VAZ rotary units, which at that time had already begun to be actively installed on cars for special services.
The final version of the IZH-Leader motorcycle with RPD:
As a result of the design search, several running models of the "Soviet superbike" were born at once, which in their appearance resembled the best examples of the then Japanese and German motorcycles. 
The first was IZH "Leader" - a device with a very developed hood and massive plastic fairings, which well protected the driver from wind and precipitation. With its contours, it somehow reminds me of the legendary sports tourer BMW K1, which was born around the same time (1988).
The unique motorcycle was in this state the last time it was seen:
As in the Bavarian, the engine thrust was transmitted to rear wheel through the cardan. Two experimental versions of the "Leader" were built: the first - with the already mentioned RPD, and the second - with the more familiar 2-cylinder opposed internal combustion engine from the Ural serial motorcycle.
And these are the remains of another Leader - with a motor from the Urals:
Another escort motorcycle from Izhmash was named IZH-8.201 or Vega. It was distinguished by a more graceful and impetuous appearance. Unlike the "Leader", his appearance did not evoke associations with medieval knights. 
In search of the optimal shape ... The mock-ups were built both around the chassis with the RPD, and with the usual boxer engine. 
The design almost corresponded to the best Western models, although certain elements looked alien on such a handsome man: for example, drum brakes or knitted wheel disks (although the project also provided for light-alloy ones).
Final version of an escort motorcycle with a rotary piston engine:
Modern and attractive design:
Variant with classic internal combustion engine:
In addition to the rotary Vega, there was also a more mundane version of this escort, in the chassis of which a 650cc boxer engine from the Dnepr motorcycle was installed.
Nothing worse than the then BMW, Honda and Moto Guzzi:
Reverse gear - cardan. 
Drum brakes are not the topic here:
The plans of the creators were ambitious: to establish a full-fledged serial production of such devices and even organize mass deliveries abroad - for the needs of police services in different countries.
A perfectly preserved copy of IZH-8.201 at one of the modern exhibitions:
It is a pity that he never made it onto the conveyor belt. 
2-section rotary piston engine RD-601 with a capacity of 52 hp:
However, perestroika, the problems associated with it in the economy of the USSR and the further collapse of the country put an end to these promising developments. 
The power unit was built by AvtoVAZ specialists. 
There are also spoked wheels. 
The dashboard is partially unified with Zhiguli. 
It is interesting that in the Soviet Union there were developments in the field of RPD. And if many people know about the VAZ rotary car, then the existence in the past of domestic motorcycles with engines built according to the Wankel scheme is still a secret for many.
Back in 1970, road tests of the RD-350V engine, installed in the chassis from the Dnieper K-650, began. The dynamics of the car turned out to be satisfactory, the engine power was increased to 30.5 hp, but the very small engine resource (only 100 hours) did not allow the development of a bright future.
In 1972, a new version of the RPD was created - RD-500V. Its body is made of aluminum alloy, with chrome plating work surface... The engine produced 40 hp. at 6000 rpm. Road tests of the motor were carried out in the chassis of the Dnepr MT-9 motorcycle. The fuel injection system was first tested on it, but later it was abandoned due to the difficulty in starting a cold engine (the fuel injection systems of those times were far from perfect). The development of the RD-500V was the RD-501, created in 1973, in which a wear-and-heat-resistant nickel-based coating of an aluminum body was applied, the engine rotor was made of sintered aluminum alloy, and the ignition of the fuel-air mixture was provided by an electronic contactless system ignition.
The decisive step was the transition to the system liquid cooling in 1976. Such an engine, designated RD-510, already developed 48 hp. at 6000 rpm. Further work was aimed at increasing the "survivability" of the engine, reducing fuel consumption and toxicity of exhaust gases.
Single-section RD-515, in the mid-70s it was supposed to be installed on heavy motorcycles. With a weight of 38 kg and a volume of 491 cc. it produced 38 hp. (6000 rpm.) And 51 Nm (3500 rpm.). End seals were made of steel or cast iron. Especially for this motor, a technology has been developed for applying a wear-resistant heat-resistant nickel-silicon coating "Nikosil" on an aluminum base. The unit was nursed until overhaul 50 thousand km
The latest projects known to us in the field of domestic motorcycles with RPDs are the RD-660 devices developed in the mid-80s and the RD-601 escort motorcycle (613 cc, 52 hp at 6000 rpm).
It becomes clear that by the beginning of "perestroika" in the 90s, the institute had at its disposal several proven RPD designs. But the further turn of events in our country killed all hopes for any successful continuation of development. To date, the development of Soviet times in the field of rotary piston engines can be observed in the following state:
Found on the Internet.
High power density, compactness, manufacturability - these are the main advantages due to which a piston engine internal combustion (ICE) not only took the leading place among heat engines, but also successfully resists attempts to replace it with others power plants... Meanwhile, this engine also has serious organic flaws. One of the most significant is the reciprocating movement of the piston and the forces of inertia generated by it, which cannot always be balanced. Hence - additional dynamic loads, vibrations, noise. Another is the presence in four-stroke engines of a rather complex gas distribution mechanism that is demanding to maintain. That is why, in parallel with the improvement of traditional piston internal combustion engines, engineers and inventors have worked for decades on engine circuits, where the working body - the piston - would perform only a rotational motion.
Among hundreds, and possibly thousands of designs, only one was brought to the level of the requirement of mass production. We are talking about the well-known rotary-piston engine (RDD) F. Wankel ("Behind the wheel", 1970, No. 12) Although the principle of its operation and device are described in the technical literature, we will briefly recall them.
Figure: 1. Diagram of the device (cross section 4) and the operation of the RPD: a, b, c, d - the sequence of processes occurring at different positions of the rotor.
In the stationary body 1 (Fig. 1) - a triangular rotor 2. It rotates clockwise around its geometric center, which, in turn, rolls about the axis of the eccentric shaft b. When the rotor 2 moves, each of its faces forms three working chambers of varying volume with the inner surface of the body.
The edges of the rotor during its rotation describe the epitrochoid; the inner contour of the housing 1 is made along the same curve. The blade joint 15, placed in the slots of the rotor and constantly pressed against the working surface of the housing, is sealed.
As the rotor rotates clockwise (Fig. 1, a), the volume of the upper right chamber increases, and the combustible mixture is sucked into it through the inlet port 17. The inlet into the chamber continues until the sealing blade reaches the right edge of the window 17. Further, the chamber volume decreases, and the mixture is compressed. When it becomes close to the minimum (Fig. 1, b), the spark plug 7, in accordance with the selected ignition timing, will ignite the compressed charge of the mixture. The pressure of the expanding gases on the edge of the rotor 2 (Fig. 1, c) makes the eccentric shaft 6 rotate. With further rotation of the shaft and the rotor, the outlet window 16 opens and the exhaust gases are released (Fig. 1, d).
Thus, in each of the three chambers, the following occurs sequentially: intake of a fresh mixture, compression of the charge, ignition and expansion of combustion products, release of exhaust gases, that is, the entire working process characteristic of a four-stroke internal combustion engine. In one revolution of the rotor, three working strokes are made.
The coordinated rotation of the rotor 2 and the shaft b is provided by a pair of synchronizing gears 10 and 11, of which the smaller one (with external teeth) is fixed motionlessly on the side cover of the housing. The gear, rigidly connected to the rotor, has internal teeth. Their ratio (2: 3) is such that shaft b rotates in rtrbe faster than the rotor, and the working stroke falls on each revolution of this shaft.
The main advantages of RPD - small size and weight, smooth operation, lack of a distribution mechanism, less than that of a piston ICE, the number of parts - attracted the attention of leading engine and car firms... The period of the 60s and the beginning of the 70s was marked by intensive work on the research and refinement of the RAP in many countries.
We have been attracted to this problem by NAMI NATI, a number of enterprises in the automotive and some other industries. VNIImotoprom was one of the first to join the work on the RPD. In the future, the specialists of the institute were tasked with developing an engine for heavy motorcycles (such as "Ural" and "Dnepr").
It must be said that both in the design, and in the working process, and in the manufacturing technology of the RPD there are many features that radically distinguish it from the traditional piston engine. When creating prototypes, it was repeatedly necessary to solve problems that had no analogues in the practice of engine building. A number of materials and processes have been developed for the first time in domestic technology.
A complex of studies that lasted several years led to the creation of a rotary piston engine, which received the RD-515 index. His bench and road tests on Dnepr motorcycles (see, photo) showed good results.
Before talking about the possibilities and prospects of the RPD application, let us consider what the E1 from the engine, designed at VNIIMotoprom, is (Fig. 2). It is one-piece. Its body having water cooling, form three parts 1, 8, 9 cast from an aluminum alloy. Since the inner surface of the middle part of the stator 1 is working and must be wear-resistant and heat-resistant, a layer of nickel-silicon coating "Nikosil" is applied to it. It is more reliable than, for example, the well-known galvanic chromium plating. For the first time in domestic practice, the technology of applying "niko-sil" to an aluminum base was developed by VNIImotoprom in cooperation with the Institute of Chemistry of the Academy of Sciences of the Lithuanian SSR.
Fig. 1 and 2:1 - housing (stator); 2 - rotor; 3 - rear inlet window; 4 - cavity; 5 - rotor roller bearing; 6 - eccentric shaft; 7 - candle; 8 - back cover of the case; 9 - front cover of the case; 10 - stationary synchronizing gear; 11 - synchronizing gear; 12 - front inlet window; 13 - inlet channel; 14 - carburetor; 15 - scapula; 16 - end outlet window; 17 - end inlet window.
For reliable tightness of the body joints and better heat transfer, the ends of the stator 1, as well as its covers 8, 9, are ground and connected without gaskets.
The rotor 2, which acts as a piston, rotates (on the neck of the eccentric shaft 6) not on plain bearings, but on roller bearings 5. In its edges there are recesses that form the combustion chambers. In the body of the eccentric shaft 6, there is a cavity for the passage of a combustible mixture, which simultaneously cools and lubricates (oil is added to the fuel in a ratio of 1: 100) two rotor bearings. They can withstand temperatures no higher than 250 ° C and therefore need intensive cooling and good lubrication. By the way, these bearings belong to the number of parts limiting the engine life so far.
For a long time, the service life of the RPD was associated with the durability of the rotor seals, primarily on its edges. The problem was solved by selecting a special alloy. The seals themselves consist of vanes and corners installed in grooves that are made in the rotor. End seals are steel or cast iron strips. They are pressed by spring bands made of a special heat-resistant alloy - expanders.
The design and working process of a rotary engine, in comparison with a piston engine, have features that are reflected in the design of its main systems: power supply, lubricant ignition, etc. after exhausting them gases and efficiency has the design of the intake system.
The working mixture enters our engine in two streams - lateral and radial. The side leads it from the carburetor 14 to channel 13. There the flow is divided into two branches. Part of the mixture rushes into the working cavity of the stator 1 through the window 12, the other - large - through the hollow eccentric of the shaft 6 into the cavity 4 of the rear cover 8 and the window 3. The main flow cools the rotor and lubricates the roller bearings.
The purpose of window 12 is to improve the filling of the combustion chamber with the working mixture and to provide a sufficiently high power. For the same purpose, a radial channel was made (not shown in Fig. 2).
The ignition system is non-contact, thyristor with two spark plugs having a rather high glow number - 240-260 units. The need for two candles is due to the low height and long length of the combustion chamber, which impedes the propagation of the flame front and slows down the combustion process. An electric starter and a kick starter are used to start the engine.
The RD-515 engine is the result of many years of work, a comprehensive study of the RPE features, countless trials, checks and tests. It is their results that make it possible to consider the selected design solutions as optimal for an engine of a given dimension and purpose. We also built RPD samples with air cooled housing. After comparative tests, preference was given to fluid system: This engine is more reliable, durable and less noise. Along with the one-section, the institute also produced samples of a two-section engine. We also tested motors with a square rotor.
What does our rotary engine look like in comparison with its piston "brothers"? There are a number of advantages on his side. So, the mass (and metal consumption) of the RPD is 13 kg (36%) less than that of a motorcycle engine of the same class, the overall volume is 2.5 times less, and the number of parts is one and a half. Fuel consumption is 10% lower than a motorcycle with a production piston engine. As for the durability, the RD-515 covers 50 thousand kilometers without replacing the main parts. This is perfectly acceptable for a motorcycle. The Institute, however, is working to further increase the service life of the RPD.
With a working volume of one chamber 491 cm3, RD-515 develops 38 liters. sec. / 28.4 kW at 6000 rpm. Torque - 5.2 kgf * m / 51.0 N * m at 3500 rpm. Compression ratio - 8.7, requires the use of AI-93 gasoline. Dry weight of the engine - 38 kg.
To date, in world practice, in terms of efficiency and toxicity, RPDs have practically been brought to the level of piston ones. But there are two equally important circumstances. First, the lack of technological continuity of the piston engine and RPD designs is a very serious circumstance. Because of this, the production of RPD requires fundamentally new equipment and significant capital investments. The second is a certain mistrust on the part of both specialists and consumers, based partly on the shortcomings of the early models of serial RPDs, partly on poor awareness.
Nevertheless, the results achieved today in our country and abroad suggest that the 1980s will be marked by a "second wave" of interest in RPA. The production of such engines seems to be justified in our country, where heavy motorcycles, in contrast to Western countries, are very popular. vehicle... At the same time, the volume of their production is still much less than passenger cars, and this would facilitate the development of technology, the solution of other production problems at a lower initial cost.
S. IVANITSKY, Head of Department
VNIIMotoproma, candidate of technical sciences
The Merckx-Motor Museum (Nuremberg) presents the world's first and only Hercules W-2000 equipped with a rotating motor. This amazing invention does not leave indifferent even the all-knowing cynics in the world of motor engineering.
Rotary motors are especially popular in Germany - the Germans love them for their funny sound, high revs and technological quirkiness. Such engines have gained special respect after they were installed under the hood of many super cool cars. These engines can also be seen in the frame of some motorcycles, such as the Suzuki RE5.
However, the motor installed on a Japanese motorcycle is only a follower of the first true innovator in the production of rotating ball motors. The first company to release a miracle of technology was the German company Hercules. It was she who developed the first ever Wankel Rotary.
The Hercules company was founded in 1886 by the famous businessman Karl Marschutz for the production of bicycles. The price of a bicycle at that time was about 170 marks, and the demand for a new means of transportation increased every month. It was silly to miss the prospect, and the company produced 100 new bicycles in its first year of operation. For ten years of continuous work, the turnover of the company, which by that time had already turned into big company, reached 6,500 items per year.
In 1900, the company changed its name to Velocipedfabrik Marschütz & Co and began to actively develop the production of electric vehicles. Unfortunately (or fortunately) the production of electric vehicles quickly ended, but during this period the company set its own record - they released the first electric car that could travel 25 miles on a single charge, and it was a real four-wheeled car, with all its attributes modern car... Since 1904, Hercules has shifted all attention to the development, production and modernization of motorcycles.
The first FN motorcycle was released in 1905. It is noteworthy that the engine for it was ordered and subsequently manufactured at a Belgian ammunition plant. This motor was powered by a magnetic ignition system and had a carburetor that produced 4.5 hp. The transfer of revolutions to the wheels was carried out using a belt drive.
Continuing to develop, Hercules, until the 30s, modernized motorcycle frames and carefully hid all his engine designs from competitors. In particular, the company developed an engine of the Fichtel & Sachs system, which later became part of the ZF transmission.
The most famous engine of that time was the Saxonette engine, which was installed on mopeds. It had a power of 1.2 hp. and a volume of 60 cubic meters. see Later, it was integrated into the hub (manufactured by Torpedo) and installed in the body of the first Hercules motorcycle, maximum speed which reached 19 miles per hour.
Unfortunately, the founder of the company, Marschutz, was forced to leave Germany in 1930 for California to avoid persecution, as he was a Jew. The founder of Hercules was able to transfer only 25% of the shares of his company to America. His plant was nationalized and later completely destroyed during the war, the remnants of production were looted, and the revival of the company began only in 1950. In fact, Hercules rose from the ashes and in a short time was able to satisfy the post-war German demand for motorcycles.
In 1960 the company acquired famous company for the production of Fichtel & Sachs engines. Under new leadership, by 1970 the company developed and released the E1 electric bike, which quickly gained popularity. Around the same time, a much more exciting specimen rolled off the Hercules assembly line. It was a W-2000 motorcycle with a Wankel engine.
Felix Wangel developed his first viable rotary engine in 1950. The license for the use and implementation of the new technology was acquired by sachs, which was the only one at that time that had the right to implement such developments. In 1970, the company's technologists, after five years of disputes, decided to introduce a rotary machine into the Hercules motorcycle line and for the first time showed new technology on the inset of 1970 Fall West motorcycles in Cologne.
New 294 cc engine cm gave out 27 hp. power and cooled air system... For this purpose, the developers placed an axial fan in front, which could work both on idlingand on full speed... This design made it possible to maintain the desired temperature in the engine.
In order to ensure proper lubrication of all rotating parts of the engine, the driver had to pour oil directly into the gasoline. On later models of the motorcycle, starting with the W-2000 Injection, an autonomous lubrication system was installed, which consisted of an oil tank and an additional pump.
The first motorcycle had a single-rotor engine, which was fixed under the frame with special bolts made of tubular steel. equipped with a front disc brakethat could stop 18-inch wheels. The engine had a 90-degree pivot that was mated to a six-speed gearbox, and it was connected by fuel line to a constant speed carburetor (Bing system).
