| Author | Message | ||
     Sportsman |
On the battery question, When I bought my bike from Richard it had 3 little batteries in the tail. It was a very trick setup but it took alot of time to deal with it. Not having a pit crew and such, I converted to a stock battery, and put a quick disconect to the starter. Charge the battery when you come in, start the bike with another battery, then plug the starter wires into to the onboard battery in case you get to the grid and have to shut it off. There's enough juice to start it once and run a race but don't try to get much more. Unless you've got a real pit crew, with a starter cart and the whole works, be careful, the 10lbs you saved could ruin your weekend. | ||
| X1glider |
Sportsman, what kind of quick disconnect are you using? Is it weather proof? An "AMP" product? What guage wiring? | ||
| Sportsman |
It's just a flat SMH connector from an auto electric shop. Had them make up the cables to go with it. They are just a little lighter than stock battery cables. Cost about $20. I guess it's weather resistant, but it's pretty plain and a little industrial looking, kind of like a snowplow type setup only not as heavy duty, grey plastic instead of rubber. But it worked out fine. | ||
| X1glider |
Looks like Oak Hill Raceway will be closed until mid January for re-re-re-re-re-patching turns 2 and 8. Then it can be run on for a little while before the Rhino hyde goes on. In that light Blake, it looks like we won't get to ride before I, or we?, leave for more interesting places. So much for the 28th of Dec. The upside to Texas race news is that a new track is planned. Supposedly it will be the ONLY FIM approved track in the USA. Judging by the proposed layout, the X1 would complete 1 lap to a GSXR-750's 2 laps. There is too much room for high speed for a Buell to compete. At 3.2 miles long and wide enough for cars, it will allow plenty of room for passing. The only track in the CMRA where a Buell will be competitive in it's classes is at OHR. TWS and MSR promote top end. I haven't seen Hallet yet. The new track is to be located off of I-35 about 35 miles south of Ft. Worth, in Waxahatchie. Planned opening for spring 2004. Yeah, right! Let me know when it happens, I don't think they've started yet. | ||
| Snowdave |
What options are out there for medical insurance for racing? I see that the AMA offeres coverage for AMA events, but what about CCS? Judging from the fact that my own medical wouldn't even cover an injury from a street accident, I highly doubt that they would cover any racing injury. BTW, it is true, they are resurfacing Blackhawk Farms and even paving the paddock roads! Check out their website. | ||
| Sportsman |
I've heard, SO DON"T TAKE IT AS TRUTH! But in theory, unless it's a paying race, as for cash which would make it a profession, that regular insurance covers it. It's just a motorcycle accident. But if you can drive home, do it. Of course with my shoulder, I tripped on the steps. So I don't know how my insurance company would have looked at it. I know a guy (without ins) that broke his leg and his brothers home owners covered it. Of course he fell at his house after a 3 hr ride home from the track. Long ride. | ||
| X1glider |
Dave, call your med ins company and ask them. I know mine will cover my injuries, but I realize not all insurance will cover you. A health insurance company by law cannot deny you coverage because of your choice of lifestyle. (skydiving excepted) Look at all the ATV and dirt bike riders that use their insurance for injuries. The fact that you race a road bike doesn't make it any different. It is treated as an off-road recreational accident and is something that won't become complicated by auto/bike policies. You can buy insurance specially for racing if you need to. Just shop around. Some race orgs require you to have proof of health insurance even tho they have liability of their own. As far as I know the CCS does not require this. TX's part of the CCS, the CMRA, has a policy that will cover to $5000 with a $1000 deductible. That covers bumps and bruises, but no more. | ||
| Blake |
Congrats to John Haner!!!  John Haner taking a break (waiting for track to dry) during OHR practice day. | ||
| Benm2 |
I've got one of those little Jaz catch cans for the M2. Does anyone have any ideas regarding an elegant way to mount the darn thing? Pictures helpful... Ben | ||
| Snowdave |
Now I am really dying to get my racebike on the dyno. I talked to the guy that did the heads, pistons, cylinders, carb, etc. and he said that the 96hp dyno run I have a copy of is with the 10.5:1 compression pistons. He would expect substantially more power from the 13:1 pistons that are in the bike now. Now that would be cool. | ||
| Rick_A |
I think he's being a bit optimistic. If I remember correctly what the typical % increase is for every bump in compression...you'll probably see just under 10hp. Maybe that's substancial to him. Additionally, if he put a big domed piston in there, it's gonna put more strain on the bottom end and retain more heat due the added mass of the dome. | ||
| Blake |
Dave, I'd certainly call 10 hp "substantial", that'd be a 10% boost. However, I would be worried about the health and durability of the engine. Suggest strongly you stick with the 10.5:1 pistons for the sake of longevity. | ||
| Rick_A |
That's a very optimistic figure. It'll probably really be 5-8 hp...depending... Domed pistons are the easiest way to increase compression, but it's definitely not the best. I doubt he'd run that on pump gas. | ||
| Snowdave |
Just to clarify, I am running 112 octane race fuel. I specifically did NOT mention that the engine builder said 130 HP! I assumed that he meant those pistons could make that much power with the proper cams, since he already did the head work and has very high confidence in it. Currently, I am only running 536 cams and don't think I want to go any higher for reliability purposes. Even then I think 130 is a huge stretch unless we start talking about crank hp instead of rear wheel. Oh well, I don't much care, I just want to race for fun and the bike makes plenty of power for that! | ||
| Blake |
Dave, I would still strongly suggest that you drop back down to the 10.5:1 pistons to help ensure the durability of your engine. One little intake leak and your engine could be toast. The 536 cams work real well with a 10.5:1 CR. Check the dyno charts out on the Nallin Racing site; 100+ RWHP is not uncommon. | ||
| Lornce |
Hey Buellers, You're invited to join the Ducati Owners Club of Canada for two weekends of Track Rallies this coming summer. These rallies are limited to European bikes only.... plus Buells! It's safe and it's fun with a class to suit everybody's skill and comfort level: from novice rider to national level road racer. Two days track time, free camping, Saturday evening dinner buffet and lots of enthusiastic people. May 24 & 25 Mosport Ontario: Pre-reg'd $140US ($195Cdn) August 2 & 3 Grattan Michigan: Pre-reg'd $130US ($180Cdn) It'd be great to see some Buells and Buellers representin! Spots are limited, early registration is encouraged/recommended. Check out www.docc.ca for details and registration forms. Hope to see ya there! Lornce | ||
| Blake |
Sounds cool! It would be good to escape the sweltering Texas heat in August. | ||
| Lornce |
Come on up Blake. You won't be disappointed. Be good to put a face to the name. These events are top notch, well run weekends. The Thai buffet dinner on Saturday night at Gratten is worth the price of admission alone... almost. The track's fun too! When they run it counterclockwise there's a knoll on a short straight that affords the wheelie commandos a good launchpad.... great photo-ops. The rest of the track's a good go too: some challenging off camber, tight transitions, decreasing radius, increasing radius and a good long front straight to uncork yer Nallin fire breather. Mosport's a popular circuit too, big, fast and intense. Remember once talking to a Ducati tuner and team owner who told me with his hands held apart as if holding a basketball "All you really need to run well at Mosport is horsepower.... Horsepower and BALLS THIS BIG!!!" Hope to see you there, Lornce | ||
| Sportsman |
Rich Cronwraith told me he's getting 127hp out of his Thunderbike. Unless you're planning weekly rebuilds, I'd never try it. If you're racing for the fun of it, like me, 100 is plenty. Let the big dogs lead, when the time comes, then go for all the go. Otherwise you'll be giving it up because of the $$$ vs reward. HAVE FUN and realize these front runners are very very serious about winning. All 1/2 second of it. | ||
| Snowdave |
Blake, Would you care to expand on that? I guess that I am not fully aware of the inherent dangers/problems of running a high compression engine. Obviously detonation, pinging, etc, but what else is there? I was planning on running the Ross 13:1 pistons all next season and then switching to the Wiseco 10.5:1 when I will again be using my bike for a great deal of street riding, touring, etc. And yes, the guy who raced my bike sent his heads in every three or four races to be checked out or rebuilt. | ||
| Blake |
Dave, My concerns are that a high compression engine will run hotter and will also be more highly stressed. The risk of the effects of an intake leak would be enough for me. A 13:1 CR is over 40% above a stock XL and 30% over a stock Buell. That is a LOT more heat. You don't get more power without generating more heat. Worst case is you blow an engine. If you are prepared for that, then no big deal. Alternately, you could set the rev limit at a more reasonable speed to help reduce peak stresses. | ||
| Rick_A |
Rich Cronwraith told me he's getting 127hp out of his Thunderbike. Unless you're planning weekly rebuilds, I'd never try it. Weekly rebuilds??! Really? | ||
| Snowdave |
Well, if 13:1 is not enough to make you cringe, let me also mention that the bike was built to rev to 8 grand!! I don't have the intestinal fortitude or large wallet to try it, but apparently it's ready to go. I am still not sure I understand the risk that an intake manifold leak would have. Backfire? Please expand. | ||
| Benm2 |
Dave: The idea of compression before ignition is that pre-compression of the charge raises the peak pressure DURING combustion, THEORETICALLY giving more power. As Blake points out, this also will cause the engine to generate more heat, and you might start to run into detonation problems even on race fuel. Also, at 8,000 rpm a stock-stroke sportster engine has an average piston speed of 5,080 FPM. For comparision, that same piston speed would allow an R6 (44.5mm stroke) to rev to 17,400 rpm. I'd be real concerned about losing rods at those speeds. I'll second Blake; leave in the 10.5:1 pistons. Also, if it were my money (um, I mean bike) I'd change the ignition module to the buell race module with its lower rev limit. Whatever you do, don't miss a shift!! For more unsolicited comments, I'm leaving mine with the stock ignition module. I'm hoping for 95-hp or so, which should be plenty for my slow, fat a**. :-) Ben | ||
| Benm2 |
Also, an intake vacuum leak could cause a lean condition. With that much extra heat already in the head from the CR, it could cause piston melting. Ben | ||
| Blake |
Ben, I think Dave is running a carberetor, so a Race ECM is not applicable. Besides, all Buell twin ignition modules and/or ECM's including the race versions since 1996 (1999 for ECM's) through 2002 have a 6,800 rpm rev limit. I run a Dyna 2000 module set on curve 3 which is a significantly less aggressive advance curve compared to a stock ignition module. The static timing has also been retarded 3 degrees. I do miss having a 6,800 rev limit though; the Dyna module provides a range of settable rev limits from 6,000 to 7,500 rpm in 500 rpm increments. I have it set at 7,000. Dave, An intake leak would cause a lean condition and detonation culminating in a melted/holed piston. Were the 536 cams in it or did you have them installed? | ||
| Benm2 |
Blake/Dave: I meant the Race ingition module. Sorry for the confusion. The 6800 rpm limit was exactly what I was recommending; 8000 rpm seems a recipe for disaster. Since I'm posting, does anyone have any words of wisdom regarding bump-starting a buell? I'm considering removing the starter to save weight... Ben | ||
| Phillyblast |
here's a place to start  | ||
| Court |
That's funny. . . . | ||
| Snowdave |
Ben, I would recommend NOT removing the starter. I have tried to bump start my bike and the rear wheel just slides along. Now if you could get one of thost fancy remote starters that you remove immediately after getting the engine started, that would be different. Instead, many Buell racers remove the charging system and run straight off of the battery...or get the Gold's membership that Phillyblast recommends. Blake, I am running the screaming eagle ignition that is set to 8000. The crank assembly was just replaced at 1500 miles to address concerns about wear, but the old crank still appears to be in excellent condition. The 536 cams were in it when I bought it, but I do have the stock cams. I am guessing that 536 is the biggest you would want to go on the track to have any reliability. I know Aaron runs larger cams on his street M2, but I wouldn't want to try that on the track. The 13:1 pistons are currently in the bike. That means that the lazy option is to leave as is. I am still trying to decide if all of your arguments make the change back to 10.5:1 worthwhile. I would likely want a different set of cylinders so the rings for the Ross pistons stay seated with the current cylinders. The bike runs pretty cool. John didn't even run an oil cooler saying that the short 10 lap races never got it hot enough to warrant it. My guess is that it is set to run fairly rich. BTW, my old Suzook GS550 blew a hole in the piston. It wasn't that bad. Gave me an excuse to rebuild the motor and put a Big-Bore kit on it. I have always wanted a 1426cc Buell! |
