Editing V-twin engine (section)

===Crankshaft configuration===
[[File:Forked connecting rods (Autocar Handbook, 13th ed, 1935).jpg|thumb|[[Connecting rod#Compound rods|"Fork & blade" connecting rods]] ]]
Most V-twin engines have a single [[crankpin]], which is shared by both [[connecting rod]]s.  The connecting rods may sit side-by-side with offset cylinders, or have [[Connecting rod#Compound rods|fork and blade connecting rods]] which avoids the twisting forces caused by having offset cylinders.

Some notable exceptions include a 180° crank pin offset used by the 1935 [[Moto Guzzi]] 500cc,<ref>{{cite web| url = http://www.motorcycle.com/events/i-coulda-had-a-v8-so-i-did-12730.html| title = I Coulda Had a V-8.... so I Did| first = Paul | last = Garson| author-link = Paul Garson|date = 2005-03-20| work = Motorcycle.com | publisher = Verticalscope| access-date = 2010-04-18|archive-url=https://web.archive.org/web/20080821151644/http://www.motorcycle.com/events/i-coulda-had-a-v8-so-i-did-12730.html |archive-date=2008-08-21|url-status=live| quote = By 1934 Guzzi offered a range of 175, 250 and 500cc models including full touring machines. The next year they raised the ante once again, challenging the all-vanquishing Norton at the legendary Isle of Man TT, basically a course the British racer owned lock, stock and single barrel thanks to a phenomenal rider, Scotsman Jim Guthrie. Moto Guzzi went to a Brit for riding skills, one Stanley Woods. They gave him a new racer featuring a 120-degree V-twin with offset cranks firing at 180 degrees with bevel gears and shafts driving the SOHC, good enough for 44&nbsp;hp at 7500&nbsp;rpm and 112 mph, on equal standing with the Norton. It had an ace up its sleeve so to speak in that it incorporated a type of pivoted-fork rear suspension while the frontend was a springer, a design that had never won a Senior TT due to its handling deficiencies, or so was thought. Guzzi had done some tweaking in that department as well. It also came equipped with a massive twin-leading shoe front brake, a 4-speed gearbox, and alloy wheels, another innovation to cut down unsprung weight. When the dust had settled and the calculations determined, the wreath of victory went to Woods and Moto Guzzi, leaving Norton as they say, gobsmacked. Not only that, the Guzzi had smashed the track lap record. The next day Moto Guzzi was world famous.}}</ref> a dual-crankpin configuration used by the 1983 [[Honda Shadow]] 750,<ref>{{cite web| url = http://powersports.honda.com/the_story/heritage/heritage_milestone.asp?Decade=1980&TargetUrl=Milestone/Milestone_Model_0102.asp&PrevPageTitle=TimeLine| title = Honda: 1983 Shadow 750| access-date = 2008-05-20| archive-url = https://web.archive.org/web/20080519233200/http://powersports.honda.com/the_story/heritage/heritage_milestone.asp?Decade=1980&TargetUrl=Milestone%2FMilestone_Model_0102.asp&PrevPageTitle=TimeLine| archive-date = May 19, 2008| url-status = dead}}</ref> and the 75° crank pin offset (45° offset in the United States) used by the 1987 [[Suzuki VX 800]].<ref>{{Cite journal|title = Suzuki VX800|journal = Cycle World|date=July 1990|pages = 36–37|quote = At some point in the motorcycle's development, the company changed the crankpin offset from 45 to 75 degrees in hope of creating a smoother-running motor. But just as production began, American Suzuki engineers decided that the new offset resulted is less mid-range power as well as a too-sanitized exhaust note, one that didn't sound very V-Twin-like. Presto, now the US models come with the 45-degree offset, while the rest of the world gets the 75-degree staggered crankpins.}}</ref>