cough..cough..cough..... cough....pasadena. so your the one causing all the smog! JK.
don't worry ron! i 'll be doing a complete overhaul on my bike when i finish my wifes 350. i'll be redoing the powervalves and upgrading to your cdi system. after 20k miles she's do for some new slugs.
luckily i had the pleasure of some real dyno time to dial everything in. i'm convinced that the pistons and cyl are just a pump. the pipes are where the power is. i found 11hp in just the stinger lenght and diameter. 5 more from filling the chambers with water and freezing them to puff em out a bit. thats 15hp over a good pair of pipes just by getting everything in harmony.
here's a pick of the newest child in my stable.
wow! better intro myself!
Moderators: Kaushik, arun, anu, indianchief
Each tuner has his own thought.
Pipes are critical. Why not throw your pipe design into the sim and see how good its compared to say neels or SRW or the best UK pipes. Anyway geting back on track.
To me I see the engine as one entity or system where everything from the air filter, reed blocks, reed petal harmonics, carbs, ports, CCR, ports, pipes, MSV heads, comp and most important off all the Ign curve play a critical role in making an engine what it is. I have to have total freedome in all of these areas to build a machine. The minute you start geting tied down with any one area it becomes a compromise.
Dont get the trip of buying ready made pipes and porting arround them, or buying stuff like boysen reeds or trying to manage with the company thought was a good curve 30 years ago. (ATV scene in the US).
The sad part is some of the best tuners still havent hit the net. Or are too embarsed to ack. THey once worked on the RDs and RZs. Used to be impresed with 80 BHP RDs in the UK till I saw what Neels pulled off with one of his RZs in 1985 98 BHP.
Anyway geting back to my dream bike project. Heres the plan.
1. Chinoy Filter Air Filters (Obvioully)
2. 34mm Lectron Flat SLides with electroniclly controled power vavles (Still need to build the circuit dam time never enoughf).
3. 6 Petal 1Dir type reed blcok and reeds.
4. Bigbore RZ barrels presentlly at 66.5 with option to go out to 69-70mm.
5.Extencive porting from intake, transfers and exhaust. with PVs matched to Ex. port.
6. PVs fully closed 155 Ex. Duration PV Fully open 204 Deg. Ex. duration.
7. RDD Digital Pro CDI total loss. 600 volts to Primary of HT coil. 4MFD Caps. (Yeah I know wont have time to charge fully at high RPMs). But will work.
8. Exhaust Ive been working on for the past 3 years. (Stufing pulse at 2.8 ATMs right now trying for 3 ATMs)
9. Custom 3 core radiator. 150% better cooling than stock.
10. LC250 frame, LC350 wheels, 130/60/18 rear 9/90/18 front
11. 320mm Rotors from FZR. With 6 pot calipers up front.
12. FZR Stearing damper. WIth RD400 Daytona damper.
13. Full faring. Based on FZR or NSR250.
So far only thing holding things up. Engine cases and a decent replacement shock for the monoshock.
The OE LC shock though in good nick could be repalced with a more modenr unit.
Im not trying to brag. Just get as many people involved in feeling the passion I feel for this build.
If was in the US or UK would finish this in a week. But siting in India its more like a nightmare.
Im not going to get greedy with the power. ALl I need is a quick 140 MPH if that can be done Id be happy.
Pipes are critical. Why not throw your pipe design into the sim and see how good its compared to say neels or SRW or the best UK pipes. Anyway geting back on track.
To me I see the engine as one entity or system where everything from the air filter, reed blocks, reed petal harmonics, carbs, ports, CCR, ports, pipes, MSV heads, comp and most important off all the Ign curve play a critical role in making an engine what it is. I have to have total freedome in all of these areas to build a machine. The minute you start geting tied down with any one area it becomes a compromise.
Dont get the trip of buying ready made pipes and porting arround them, or buying stuff like boysen reeds or trying to manage with the company thought was a good curve 30 years ago. (ATV scene in the US).
The sad part is some of the best tuners still havent hit the net. Or are too embarsed to ack. THey once worked on the RDs and RZs. Used to be impresed with 80 BHP RDs in the UK till I saw what Neels pulled off with one of his RZs in 1985 98 BHP.
Anyway geting back to my dream bike project. Heres the plan.
1. Chinoy Filter Air Filters (Obvioully)
2. 34mm Lectron Flat SLides with electroniclly controled power vavles (Still need to build the circuit dam time never enoughf).
3. 6 Petal 1Dir type reed blcok and reeds.
4. Bigbore RZ barrels presentlly at 66.5 with option to go out to 69-70mm.
5.Extencive porting from intake, transfers and exhaust. with PVs matched to Ex. port.
6. PVs fully closed 155 Ex. Duration PV Fully open 204 Deg. Ex. duration.
7. RDD Digital Pro CDI total loss. 600 volts to Primary of HT coil. 4MFD Caps. (Yeah I know wont have time to charge fully at high RPMs). But will work.
8. Exhaust Ive been working on for the past 3 years. (Stufing pulse at 2.8 ATMs right now trying for 3 ATMs)
9. Custom 3 core radiator. 150% better cooling than stock.
10. LC250 frame, LC350 wheels, 130/60/18 rear 9/90/18 front
11. 320mm Rotors from FZR. With 6 pot calipers up front.
12. FZR Stearing damper. WIth RD400 Daytona damper.
13. Full faring. Based on FZR or NSR250.
So far only thing holding things up. Engine cases and a decent replacement shock for the monoshock.
The OE LC shock though in good nick could be repalced with a more modenr unit.
Im not trying to brag. Just get as many people involved in feeling the passion I feel for this build.
If was in the US or UK would finish this in a week. But siting in India its more like a nightmare.
Im not going to get greedy with the power. ALl I need is a quick 140 MPH if that can be done Id be happy.
To vilify a great man is the readiest way in which a little man can himself attain greatness.
Edgar Allan Poe
Edgar Allan Poe
it sounds like you know what you want. but what you need is a set of these!
http://off-road.com/atv/press/trinity/c ... 03_01.html
i think i'm gonna save some money!
http://off-road.com/atv/press/trinity/c ... 03_01.html
i think i'm gonna save some money!
While Ive bumped into Calvin and swaped notes with him on many forums. ANd do agree hes done a bang up job with the porting and casting.
With no disrespect to. I think youve kinda lost the plot if you have to resort to something like that.
Maybe its an American thing but I for one will never even let my self start thinking down that road.
Its just too way over the top. (another way of saying I could never afford it
).
THe chalange is seeing what you can pull from the stock engine.
Can you recomend a good shock that I can replace my LC shock with.
Cranky / anyody returning from the US. Or got a container returnign need to ship a few parts.
With no disrespect to. I think youve kinda lost the plot if you have to resort to something like that.
Maybe its an American thing but I for one will never even let my self start thinking down that road.
Its just too way over the top. (another way of saying I could never afford it
).THe chalange is seeing what you can pull from the stock engine.
Can you recomend a good shock that I can replace my LC shock with.
Cranky / anyody returning from the US. Or got a container returnign need to ship a few parts.
To vilify a great man is the readiest way in which a little man can himself attain greatness.
Edgar Allan Poe
Edgar Allan Poe
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Guest
-
Guest
Thats the Plan for my shock too. Got one down via posts for the VF750 so this one should be easy.
120 BHP from a stock RZ barrel = cant be done.
Id be happy with 75-80 BHP honestlly. Which is about all Im going to be able to get down here.
Even that much on a bike that weighs under 100 Kgs should be enoughf for the job at hand.
120 BHP from a stock RZ barrel = cant be done.
Id be happy with 75-80 BHP honestlly. Which is about all Im going to be able to get down here.
Even that much on a bike that weighs under 100 Kgs should be enoughf for the job at hand.
To vilify a great man is the readiest way in which a little man can himself attain greatness.
Edgar Allan Poe
Edgar Allan Poe