Originally posted by EdgeRanger
Dad the only thing about what you said that made me think about production coasts. IDK if these bikes are produced on an assembly line or not, But I did read about yamahas YZ426F and now the YZ450F. (yes the dirt bikes) They are on a production line I belive. Now the coast could be different if there machines that makes these parts can not be change for different sizes. If they can then yea I don't see where the extra money comes in but if not I could see it to an extent. But IDK how there machines work.
"One possible justification would be lower number of units produced. To speculate from the outside though is just that, pure speculation." That's directly quoted from my first two sentences and what I'm referring to is all of the fixed costs that still are assigned to a product, producing ten or ten thousand. Justifying manufacturing and assembly methods comes under that broad heading. As units go up, the share of fixed costs per unit are rapidly lowered. Pick some arbitrary numbers and do some division to crudely demonstrate that to yourself.
What I'm saying about the machined component parts is true, though. Pistons, rods, gears, and the like are all parts that are produced on highly efficient machines that are designed to produce those types of parts. The dies and tooling for parts like piston blanks have a fixed cost initially but those are pretty quickly amortized with a reasonable production run. The same machines that finish the blanks will have the capacity to produce any piston that any bike uses. They know not the difference.
My intro to the vast difference between production cost vs. sale price was in the 1970's on a line of motor actuators. They were made in 10 ft. lb. to 350 ft. lb. torque units, in two basic body sizes. The one I recall specifically was the 10 thru 90 ft. lb. body group. Within that group, a variety of torques and speeds were produced, about twenty in all. All of the parts were common to all of the units with the exception of gears, motors, capacitors and hardware directly associated with those components. The housings, covers, gaskets, limit switches, cams, terminal strips, output shafts, manual overides, etc. were physically the same. They were priced to the user depending on torque and speed and ranged from a low of $220 to a high of $980. The actual cost to produce from the lowest to the highest cost was about $30 and that was mostly realized by the slower speed units because they used more reduction gears to accomplish that slower speed. For example, the production cost difference between a specific two models of the same speed, the 10 and 25 ft. lb. units, was $O. They used a different value motor capacitor at no cost difference. The price charged to the customer was about $100 more for the 25 ft. lb. unit.
The lowest cost unit was pretty indicative of what the production cost was and was even a little tough to turn a buck on, but did help with parts volumes, assembly line o'head, etc. As you went up the range, it was like printing money.
I see many similarities in manufacturing four cylinder sportbikes.