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Technique: Hunwick Hallam-V2
Technique: Hunwick Hallam-V2
Pressure from below
Down under, Rod Hunwick and Paul Hallam developed a V2 engine with pneumatic valve control, which should stir up the Superbike World Championship by 1999 at the latest. But before that, the two Australians want to come onto the market with a futuristic cruiser.
Rainer Baumel
03/27/1997
Australia has produced more gifted road racers than Germany’s footballers in recent years. The list of world champions from down under is correspondingly long – Mick Doohan and Troy Corser only won the titles in the two most prestigious racing classes in 1996. At least for Rod Hunwick and Paul Hallam has a huge hitch: Your compatriots always celebrate their success on foreign products – there is still no Australian motorcycle brand to this day. There were probably several promising attempts, but even the late John Britten never managed to build his innovative VR 1000 in series.
Hunwick, a businessman and ex-team owner, and Hallam, an experienced four-stroke tuner, therefore decided around three years ago to finally found an Australian motorcycle brand. Under the banner of “Hunwick Hallam”, three models are to go into series production in 1988: The BOSS Power Cruiser with 1350 cm³ will, according to the plan, be produced by the end of this year, followed by the 1000cc Superbike X1R and finally the uncovered Rage with 1100 cm³.
Only a ready-to-drive prototype already exists of the cruiser, the two other machines the two company founders want to present for the first time at the Superbike World Championship run on Phillip Island / Australia (after going to press) and explain there how they are financing their courageous project.
The heart and main element of the three models will be the water-cooled 90-degree V-Twin designed by Paul Hallam. There is no frame in the traditional sense, the front cylinder is screwed to the steering head, the swing arm is located in the engine housing. The bench and other components take up various aluminum plates, which are also screwed to the engine.
The pistons of the BOSS Power Cruiser compress the mixture over a stroke of 82 millimeters to 8.6: 1, which should be enough for 108 hp on the rear wheel. The cylinder bore is 102.5 millimeters and thus the displacement is exactly 1353 cm³.
Electronic manifold injection is provided for all engine versions, and the cylinders of the superbike engine (page 60 right) even supply fuel to two Formula 1 injection nozzles arranged one behind the other. Two overhead, toothed belt driven camshafts actuate the four radially arranged valves per cylinder.
While springs close the valves in cruiser and naked bike engines, pneumatic valve control is to be used for the first time in motorcycle construction in athletes: a gas cushion under the bucket tappets pushes the valves back into their original position, the springs are no longer necessary. This reduces the oscillating mass of the valve train and thus increases the critical speed at which the valves start to flutter.
However, the two Australian idealists do not just want to copy this system from Formula 1, but rather use their own system with variable gas pressure in order to reduce the pressure and thus the losses at low speeds according to their own statements. Further details are not yet known, just as little about the mode of action of a mechanical damper in the engine, into which oil is pumped in order to minimize vibrations.
According to Hunwick and Hallam, this oil pressure can also be used to operate the electro-hydraulically operated semi-automatic system, so that the driver can switch to the next higher or next lower gear at the push of a button. A fully automatic system is of course also in preparation.
One can only hope that the two Aussies do not get bogged down in the gas and oil pressure and forget that they actually wanted to put pressure down under.
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