My brother email this through - Is it real or photo shopped?

Sorry I couldn't copy the whole email across so pictures attached

Ducati Elenore 900 V8 -

engineering an 868cm3 motorcycle motor with a difference

Brilliant German engineer, Dieter Hartmann-Wirthwein, created and presented a patent drawing of a single plane, lightweight, 868cm3 V8 motorcycle engine that caused more than a few heads to be scratched, trying to visualise the engine internals in operation. The crankshaft, below, is an adaptation of that used in his four cylinder 125cm3 'Monkey' motorcycle engine. (To put it into some sort of perspective for you, the crank journal is 44mm in diameter.)

The intrigue hung on the question, 'How can you drive eight conrods from a single journal?'

The simple answer is, 'You don't!'

As Pauline Hanson might have said, 'Please explain...'

The cutaway CAD picture below explains it all in full. There are only two connecting rods, one for each bank. A light but strong casting on the end of each connects to the gudgeon (or wrist) pins of the two centre pistons in each bank. These two pins are longitudinal to the block (i.e., parallel to the crankshaft centreline.) A short connecting rod is also attached, pivoting on the casting and passing back below each centre piston, then connecting to a rocker arm which, in turn, connects to another short connecting rod which links to the gudgeon pin in each outer piston in the bank. You will have noted by now that these pins are lateral (i.e., at 90° to the crankshaft centreline.)

For further clarity, take a look at the link below. It is a computer generated image showing the reciprocating parts in operation.

http://www.youtube.com/watch?v=7E6KglXPmTs

There are a lot of pivoting links and there is potential for strong lateral thrust due to the design, especially the ultra short connecting rods. Thrust equals friction and friction creates wear. To generate a projected 60+ kW, the engine will have to rev into five figures (in other words, at least 10,000rpm). This indicates a potentially short TBO (in aviation terms). Still, I love the engineering thought behind it and wish Wirthwein well with his concept.

The following photos show the beauty of his company's work:

Individual cylinders (and cylinder heads behind)

An early prototype during assembly (Those long inlet tracts indicate that whatever torque the motor develops will be at high revs.)

An assembled motor in a concept frame

Dieter Hartmann-Wirthwein (in the wheelchair) with a completed motorcycle, his engine

visible through the frame