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When it comes to the packaging of the engine everything looks good and the engine is protected really well. The only thing that might be at risk from rough handling are the exhaust tubes which are placed into the bubble wrap next to the box

The engine itself is well protected and comes inside this neat little unbranded black box.

When it comes to the exterior appearance of the engine I have to say that everything looks absolutely perfect and well made. The machining is without fault and I really can't find anything obvious to complain about when it comes to the fit and finish of this little thing.

Inside the box we can also find some o-rings of un-known purpose. Some electrical connectors.....and this shaft which is used for starting the engine. Inside is also our CDI box which provides the ignition for the engine.
At the back of the box lid you can find the instructions. Unfortunately the instructions are almost useless and don't explain any of the basics so you have to figure out pretty much everything yourself.

Once the engine was mounted it was time to provide a source of electrical energy for the ignition. I did this with a set of 6 double A batteries which I connected to the little connector that comes in the kt.

Once the ignition is verified to work the last thing we need to do is to provide fuel. The instructions actually call for zippo fuel mixed together with 2 stroke oil at a ratio of 25:1.
The fuel connection is at the bottom of the carburetor unfortunately the position and orientation of the fitting makes it very difficult to install a hose and I think an L-shaped fitting or something else would have been a much better idea here.

I got the engine started within 15 minutes from taking it out of the box so I have to say that it's extremely impressive how easily it started. It required virtually zero troubleshooting. Overall the feel, sound and vibrations coming form the engine are extremely impressive. It sounds incredibly similar to an actual motorcylce engine and hearing in person is a really special sensation. So I have to say that they nailed that part and this is without a doubt a truly impressive gift for someone into engines or motorcycles, especially harleys or cruiser bikes in general

PROS
Exceptional looks fit and finish
Amazing sound
Very easy to start
CONS
poor instructions
attention to detail (no thread in some of the mounting holes, weird fuel connection location, wrong bolt/ thread depth for the ground location)

Now let's talk about the angle of our v-twin engine.

As you can see our miniature engine is clearly trying to mimic the harley davidson panhead engine, and like almost all harley davidson engines since 1909 it has a 45 degree angle between the two cylinders.
So which angle between the cylinders is best? 45, 90, 60? or something in between? In reality there is no such thing as the best or perfect angle for a v-twin engine, we only have different compromises for different applications.

For example a 90 degre v-twin like those we see in Ducati motorcycles make it possible to achieve perect primary balance with the use of a crankshaft counterweight. A crankshaft counterweight can't balance out the mass of the piston in a single cylinder engine. When the piston is at top dead center the crankshaft counterweight can indeed balance it out. But when the engine rotates to 90 degrees the piston and the counterweight point in different directions and thus can't balance each other out.
But in a 90 degree v twin the crankshaft counterweight can balance out both pistons. When piston of cylinder 1 is at tdc it's balanced out by the crankshaft counterweight. When the engine roates 90 degrees the crankshaft counterweight can now balance out the other piston and connecting rod assembly. The result is dramatically reduced vibrations and a smooth running engine.

Now if we observe the 45 degree v-twin engine we can see that the crankshaft counterweight can not fully balance out the mass of the pistons like it can in the 90 degree-v twin. Due to the more narrow angle the counterweight can only partially balance out the masses of the pistons and the conrods leading to an imperfect primary balance.

A special thank you to my patrons:
Daniel
Peter Della Flora
Daniel Morgan
William
Richard Caldwell
Pepe
Brian Durning
Brian Alvarez
Dave Westwood
Joe C

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