High‑thermal‑conductivity aluminum alloy, integrally cast and formed. Arranged in a ring‑shaped or longitudinal pattern, with higher density at the top and lower density at the bottom, and larger dimensions at the top and smaller ones at the bottom (inverted triangular), to meet the requirement of higher cylinder‑head temperatures.
F43
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Model number 1P63QMK (F43) Type Single-cylinder, four-stroke, air-cooled, overhead camshaft Maximum power and corresponding engine speed 11kW/8000r/min Maximum torque and corresponding engine speed 14 N·m / 5700 r/min Minimum fuel consumption rate 345g/kW.h Minimum no-load stable speed 1800r/min100r/min Cylinder diameter 63mm Piston stroke 57.907mm Cylinder working volume 180.42ml Compression ratio 9.2:1 Intake method OHC camshaft chain drive Ignition method ECU-controlled ignition Lubrication method Pressure, pressure splashes and uses Clutch type Dry multi-disc type (automatically centrifugal shoe-type) Level 2 reduction ratio Level 1: 2.944; Level 2: 3.143 Power output method Motorcycle variable-speed V-belt Starting method Electric start Fuel supply method Electronic Fuel Injection System Spark plug model B8RTC Lubricant oil filter model, type Full-flow filter mesh used in combination Oil pump type Rotary type Total lubricant capacity Crankcase 1000 ml Gearbox 150 ml Maximum lubricant temperature 120℃ Cooling method Forced air cooling External dimensions (length × width × height) 720 mm × 450 mm × 400 mm Net weight 32.5kg Our Advantages
The cylinder head and block feature a large‑area, high‑density finned‑fin design, coupled with a forced‑air cooling system, ensuring that the engine temperature remains within the optimal range even under demanding conditions such as heavy traffic or uphill driving.
A dedicated airflow channel is machined inside the cylinder head, guiding ambient air along the internal duct into the high-temperature zone of the cylinder head to dissipate heat from within, thereby improving cooling performance by 40%.
It employs a high‑strength forged aluminum alloy piston with a lightweight design, effectively reducing reciprocating mass and enhancing engine responsiveness and high‑rpm performance. The piston skirt is coated with a dense Al₂O₃ ceramic layer via anodizing, which insulates against cylinder wall heat, suppresses thermal deformation and knock, resists corrosion from high‑temperature oil and combustion gases, and extends piston life.
By abandoning the conventional GY6 sliding‑friction rocker arm and adopting a needle‑bearing design, friction between the cam and the rocker arm is minimized, significantly reducing mechanical noise and energy loss.
By slightly offsetting the crankshaft center from the cylinder’s centerline, lateral pressure on the piston at top and bottom dead centers is reduced, minimizing cylinder‑wall wear, ensuring smoother operation and lower noise levels, while also delivering fuel consumption that is more than 20% lower than that of the GY6.
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