| Author | Message | ||
     Aaron |
On the carb thing ... on our twins, the carb is only feeding one cylinder at a time. Dual-carbing a twin, you want about the same size carbs. Notice that the little Blast comes with a 40mm carb already. I suspect at 720cc that could become a constraint, not certain though. | ||
| Davegess |
for all us thumper fans, I have just learned that the FIA is changing the trials rule to require 4 strokes by 2005. These will be 450 cc, quick reving, 165 pound bikes with serious low end grunt. I suspect we will see some of these in sound of singles racing. Dave | ||
| Rick_A |
Well Blake, I actually do favor the Blast engine, but...reliability of a big stroker Blast is yet unknown, and the chassis leaves much to be desired. Sure it's plenty stiff, but it's also fairly heavy for a single. If you could stuff that engine into a 250 GP chassis...now that'd be something! That pic isn't fair, either. That's the DOHC liquid-cooled Rotax...which is for one an ugly biatch...and known for reliabilty problems. This is more like it  | ||
| Blake |
Rick: Now that ain't so bad. | ||
| Crazymike |
Peanut gallery piping up here. Will the stock starter crank 44 cubes? | ||
| Blake |
Good question, 44 cubes with over 10:1 compression too. | ||
| Rd350 |
The frame is strong enough to take 70 hp. If everyone remembers this is the strongest frame Buell has made. It is stronger that the tubular style. What we need is the sus fixed front and rear. Has anyone ever taken someone for a ride on the blast it is a joke. If you will make it we will buy it. We love being single!! | ||
| Blake |
 Sorry RD, I don't remember that particular detail. The P3 frame is plenty strong though. No worries there! | ||
| 1320 |
Also keep in mind that with the engineering that Brian has aleady done we are talking a 130-140HP XB9R Firebolt already waiting to be installed....... | ||
| Buelliedan |
I have this bad feeling that my wife is going to be getting a Blast soon. Of course I will not be able to leave it stock!! Lets see now, A 95lb woman on a 70hp, 350lb bike!! Compared to a 240lb man on a 90hp, 450lb bike. I'm gonna get my ass handed to me!! Looks like the S2 is gonna need a turbo!! | ||
| S2no1 |
Dan, How's she going to keep the front wheel down? Arvel | ||
| Buelliedan |
Slipper clutch??? | ||
| S2no1 |
Sounds expensive to me. Why don't you tie a couple of sand bags to the forks. That way she'll stay on the ground and be a little slower. Arvel | ||
| Phillyblast |
I like Blake's idea - you have the extra CCs, and Aaron has been talking about how much fun this bike is with 50 rwhp. Imagine say, 60 hp with gobs of torgue? | ||
| Ezblast |
Hey guys - here's something to think about - a reliable 80 hp Blast or a wild 90+(I dare say close to a 100hp}is possible with all the different aftermarket stuff out there - as usual the question is always one of reliability, so own two;0) life is sure getting interesting for thumpers in general - its good to see USA keeping up. Around here(SF) almost all the courier bikes are thumpers, and Blasts are starting to show themselves (with interesting mod.s) in this group. The one thing about this little city is that - with all the hills, curving roads and wild back streets(let alone the coastal cruising) - it is made for motorcycles - what traffic? - (thats for cages) - Keep Blasting! | ||
| Blake |
Where do I get a reliable streetable 80 HP P3? | ||
| Gotbuell |
All that sounds interesting but not realistic. I think I'll just run out and pick up a used DUKE and some already proven race parts and "Blast" past the rest for half the dollars. Besides, big thumpers need the Duke styled chassis to be real hooligans! Up right seating , long travel - Ahhh just the front wheel carrying, curb jumping, canyon carving type of bike we envision. Years ago while riding a state of the art Japanese Multi I got passed on Angeles Crest by a bike that made the most bizare sound I had ever heard. When I finally caught this mystery at the watering hole, it turned out to be a 1973 Honda XL350 that one of the magazine had made a project bike out of. Slightly lowered, big bore kit, sticky tires and until big horsepower was needed nothing would stay with it! Think about that. Any of the current SuperMotard style Euros are gonna smoke the Blast no matter what you do. | ||
| Ezblast |
Sure - go a little higher tech. w/FI, and a hipo ignition system plus the rest of the 44 mag. series coming should net that area. There is other tech. out there also being experimented on and tested that could be adapted. The reason I picked the Blast was for a platform of simple experimenting(single cylinder) and so far its been a Blast! | ||
| Rick_A |
70 hp is damn good or any single netting around 700cc's...and for a pushrod single it's pretty amazing. I'm likin' the idea. I am absolutely sure that there's a stout thumper in my future. It just may be a Blast project. | ||
| Blake |
EZBlast: Since when does FI give more power than a carb? If you had said "turbo" I would agree. Seems to me the Blast is practically made to accept a simple turbo system. GotBuell: Who said anything about racing? Then again, maybe you'd like to ask one of the supermotarders to run against the Nallin Blast based dirt tracker. | ||
| Ezblast |
`Well Blake - it seems I've opened up a real can of worms here. I took your question to work(I work for a ind. Volvo shop in SF, with two different ind. bike shops behind us. 3 out of six mech.s at our shop ride Buells. Eight different mech.s say a good fuel injection system will add extra power through precise fuel aplication, while the other four said a carb is just as good - if adjusted precisely. Yea right. Still personally I've seen FI systems bring alot more power to the table through precise metering of the engine's needs. (Each bike shop has 3 mech.s, and we have six). Still - each to there own - this topic is still up in the air (almost 20 years now this debate has raged - lol) - keep Blasting folks;0) | ||
| Sarodude |
The peak HP difference between a carb and FI should be minimal... Carb compromises: Venturi size affects atomization and flow - with conflicting needs. An engine breathes too differently at different speeds & conditions. Those types of compromises yield tradeoffs someplace. The only real tradeoffs with FI is stuff like cost, (perceived) complexity, and (perceived) tuneability. To me, if it makes broader power without giving up peak power, it is roughly analogous to making MORE power. FI is what has allowed people to tune psychotic, fire breathing motors that remain streetable. It may not MAKE more peak power (niether does higher octane fuel) but it certainly can ALLOW you to tune for more power while still giving you a bike / motor you can live with. Incidentally, I think I remember reading about a recent Yamaha racing effort involving CHOOSING carbs over FI. The engineers cited improved atomization with the carbs. Contradicts one of my statements above. I never imagined FI didn't atomize well. -Saro | ||
| Blake |
Ezblast: You seemed to claim to be able to produce an extra 10 HP or more over the ~70 RWHP Nallin kit by using FI and a high performance ignition. I'm just wondering how that is possible. I think after some reflection that you will agree that it isn't. (recall that to rev to 7500 rpm, the Nallin kit already is utilizing a performance ignition module) | ||
| Blake |
Saro: It's true. I don't understand it myself. Why can't port injectors achieve atomization as fine as a carb? Still, even with all the supposed benefits of EFI, I'll still much prefer a motorcycle with a conventional carburetion fuel delivery system. Show me a dyno run of a DDFI bike that significantly beats a properly tuned carbureted bike with the same performance setup and maybe I'll change my mind. Yamaha switched back to carbs on their race bike to improve off throttle transition performance. | ||
| Xgecko |
Yea Blake you can keep beleiving that if you want, I'm of the opinion that the "R1"s FI wasn't working the way the engineers thought it would on the M1 so they went back to the drawing boards with the FI and are using everyones tried and true workhorse (the carburator) until the engineers can build a better mousetrap.  | ||
| Jasonl |
Just poking the fire here a little...if FI is so bad then why do most cars run with it now? It would seem that if the engineers can get FI as sorted on a bike as on a car we would all be better off. I've ridden in cars that had carbs and were converted to FI, via Holley bolt on sys, and the difference in torque was amazing. I know a carb is simpler. I mean it's easier to turn screws than to chase electrons. But FI does have some serious advantages in the street. On the track may be a different story. Aren't most top fuel drag cars still running Holley Dominators? | ||
| Anonymous |
Didn't we have this arguement/discussion a while back | ||
| Rick_A |
The dragsters on NOS are still using carbs. With the blown dragsters, most all are fuel injected. Vehicles nowadays are EFI to meet EPA standards...not neccessarily for performance reasons. Seems to me it's mostly to maintain performance despite all the smog equipment. Most of those bolt on Holley FI systems are not a true EFI...they're mechanical injection using preset rigid maps. It's likely that if the carb was properly tuned, it would've netted the same results, for the most part. I'm a carb man...at least when it comes to motorcycles. | ||
| Xgecko |
My dad is a tech weenie (comes from being a Fighterpilot no doubt) over the course of a week we argued carbs vs EFI and came to some conclusions. The advantages to EFI are that it adjusts to changes in atmospheric pressure much easier than a carb will. Carbs have to be rejeted whereas EFI does this almost automatically. Emissions are a big benefit for EFI BUT and I use the big BUT here a carb kept well tuned will equal or better EFI in this area as well. The problem is most people would rather not think about tuning their car regularly. As someone mentioned above EFI "can" give a better response over a broader range of RPMs than a Carb but this is usually only when talking about peak performance. One need only look at Yamaha, who for whatever reason chose to run their GP1 bike normally aspirated rather than Fuell injected to see that the Usefulness of the Carburator has not reached it's end | ||
| Rick_A |
amen |
