| Author | Message | ||
     Ray Monasmith (Bluebuellfool) |
Will, Let me know how & what you do. I have had visions of massaging our Blast, but figure I'll wait a year or two and try to pick up a used one for the guinea pig. As good as they handle, I think they'd do great on the track. Ray/BBF | ||
| Ray Monasmith (Bluebuellfool) |
My X1 has been in the shop all this week (again), so I've stolen the Blast back from my son to ride to work. Every time I get on this thing all I can think of is how much it begs to be massaged and RACED! The only unresolvable problem I have come up with is how to do a chain conversion on the stock rear wheel. Other than that, everything else would be a cakewalk. I've got a set of weld-on rearsets designed (in my head), which would retain the current front & rear peg mounting bracket as a case saver (which would be a good thing on the Blast, since it has no frame lower to protect the engine). I have been talking to a lot of folks, and keeping tabs on the internet for anyone who actually puts one on the track, but only talk so far. There is interest in racing them, but I think everyone is waiting until all the easy bolt-on aftermarket stuff is available. I smell a business opportunity... BBF | ||
| Ray Monasmith (Bluebuellfool) |
An excerpt from http://www.activebike.com/index/features/entry/standards.htm
Yes, it absolutely will happen. Trust me. BBF | ||
| Ray Monasmith (Bluebuellfool) |
OK. Time to get serious. I know it appears that I'm talking to myself, which I am, but eventually someone else with a Blast will wander in here, and all of these conversations will be ready and available to liven up a dull evening... The first mod I would anticipate making to my race Blast (while the head is off to EdCo for a going-over), would be to bump the displacement to at least 600cc. I don't want to mess with the stroke, so this means a fatter piston. Anyone know or have suspicions what might be squeezed in? Anyone know whether an XL cylinder can be adapted to a Blast case/top end? Does it seem possible that an entire Buell top end could be fit to a Blast lower end without too much machining? Hello? Is anyone home? BBF Self-proclaimed Blast guru. apparently the only Blast anything, guru or otherwise | ||
| Ken Hageman (Ken41) |
Ray: All of your talking to the voices is interesting. I am considering getting a small displacement bike for racing myself and am leaning towards (in no particular order) a Blast!, an EX 500 (not my first choice) or an Aprillia RS250. There are only 2 things stopping me. Money (which is overcomeable), a lack of aftermarket parts that I can see before I buy and knowelege as to what is the best course of action (ok thats three). I am not ready to turn the cyclone into a race bike, nor do I want to use it as the tow vehicle. As a pit bike, it is awesome though. | ||
| Ray Monasmith (Bluebuellfool) |
(gee, Ken, you snuck in there) I've raced an EX500 (first year). Great race bike, quite bullet proof, easy to mod, cheap to maintain, but only a stepping stone. Racing a Blast will be for me an idealistic commitment, and the keeping of a solemn vow I made about 3 years ago when I first heard the rumours about the Blast - "If they really do make one, I will absolutely buy one, and turn it into a singles racer". Only I had envisioned something along the lines of a Duc or Bimota Supermono, which the Blast obviously is not. As much as I'd like to, I would recommend against a Blast as a first race bike. You would probably end up disappointed at your consistent last-place finishes against 4-valved RFVCs and Rotaxes. I hope to make up the initial HP difference through some flat-out balls-to-the-wall riding (which I'm capable of, given enough caffeine...), but I figure it's going to take some time before the thing is competitive, if it ever is. The EX is a great first choice. The Aprilias...well, 2-strokes are a kick, and they rule 250Superbike (in AFM), but a 2-stroke is a lot of work and dedication to keep maintained. You won't have time your first year to be sidetracked with a lot of little annoyances. Do the EX, at least for the first year. Stay tuned here, and you should get an idea of the Blast is race viable or not. Good luck either way. Ray/BBF | ||
| Ray Monasmith (Bluebuellfool) |
Well, folks, that settles it. I've been dared, double-dared, and am in imminent danger of being triple-dog-dared. Pending a review of the various classifications and their associated rules, expect an effort towards a Blast-powered sidecar LSR attempt next year, likely in conjunction with the, um, er, respectable LSR II event (if it happens). Regardless, I'll be there. A triple-dog-dare? How could I possibly live that one down? BBF | ||
| BigHairyRalph (Ralph) |
I didn't see how you could. Glad I didn't have to use it on you. After all, it is the last TDD I have left. As far as going oversize on the bore. The trend at the factory has been to make an "undersize" bore at introduction, leaving the ability for boring the cylinder out later for a "performance" update. So, while I wouldn't say it with perfect confidence, I do believe you'll find room for a sizeable overbore. For the piston you'll probably have the best luck with J&E. If you are serious about racing at the salt I don't think you would want to do that though. The class you would want to compete in would be 500cc SC-PG (side car pushrod gas) which would allow only a clean up overbore for racing in the 500cc class. Did I mention that there is no record holder in that class? At least there is none shown, they still have not updated the records from this year. But, I may be on a limb here, I don't think you need to worry. Sorry to mess up your sand box BBF, it was all yours and I had to barge in. | ||
| Ray Monasmith (Bluebuellfool) |
BHR, you can •••• in my sandbox any time the urge hits you ;} Hey! It took some digging, but I finally found the rules page -- http://www.scta-bni.org/motorcyc_01.htm#sides Damn. This is getting weird. BBF | ||
| Ray Monasmith (Bluebuellfool) |
Just in case I get hit by a bus... E. Sidecars A sidecar is a three wheel vehicle leaving two tracks with only the rear-most wheel driving. The front wheel’s track must be entirely covered by the rear. 1) Passenger: Passenger(s) are not allowed in or on the sidecar. Loading of sidecar wheel must be sufficient to assure stability. Properly secured weight or ballast may be used. 2) Engine location: The engine/engines must be located between the front and rear drive wheel, and the engine centerline located within the width of the rear tire. 3) Driver location: The driver must operate the sidecar outfit with motorcycle type handlebars from a position which places his centerline between the centerlines of the front and rear drive treads. The driver must be able to exit the outfit without restriction, unless in compliance with enclosed streamliner rules. 4) Chassis and Suspension: The outfit’s chassis and suspension may be of conventional solo motorcycle configuration utilizing an attached sidecar chassis and body/platform panels. Special construction chassis with integral or attached sidecars are permitted and encouraged. All wheel suspension is encouraged. Refer to Section VII, 5, C, Special Construction, ‘A’ Frame, for construction advisory information. 5) Steering: Telescopic, leading or trailing link or center hub or spindle steering/suspension system may be used. Only the front wheel may be steerable. All systems must incorporate a steering damper. 6) Chair or Platform: The sidecar unit may be located on either the left or right side. All universal type mounting brackets and rigidbar fittings will be scrutinized for adequate depth of engagement, rigidity, and security. All attaching fasteners must be safety wired or otherwise secured by visually verifiable means. Multiple rigidbars may be necessary to ensure rigidity. Universal mounts deemed inadequate for competition must be replaced with purpose-built components approved by the Competition Committee. Special Construction outfits with integral or attached sidecars, will be evaluated for adequate dispersal of sidecar-induced stresses. 7) Wheel Track: Track must not be less than 30" and the wheel base shall not exceed 110". 8) Wheel size: The front and rear wheel rim shall be no less than 10" nominal diameter. The sidecar wheel rim may be no less than 8" nominal diameter. 9) Tires: The same speed rating requirements for solo machines will apply. 10) Covers and shields: A cover or shield must be placed over all drive chains or belts and must comply with Modified Frame B, Article 9 design requirements. The inside of the sidecar wheel must have a cover. 11) Sidecar: The operator must demonstrate that he can be accommodated aboard the sidecar to verify it can be safely ridden and to guarantee a minimum size. 12) Sidecar Streamliner: This is the ultimate sidecar land speed vehicle. Innovation in design is encouraged. Must meet all two wheel streamliner requirements, except Article 19, ‘Skids’. All sidecars not meeting the unrestricted driver exit requirement in Article 3 must run in this class. 13) Test Runs: Vehicle stability and sidecar driver licensing evaluations will be conducted at speed increments specified in Section I-13 Driver Licensing, until maximum speed is attained. Adjustment of sidecar ballast and/or wheel alignment may be required. F. Engine Classes 1) Production: Production engines must be the same model as the model of the frame being used and must have STOCK EXTERNAL APPEARANCE. Production motorcycles must use OEM cylinders, heads and crankcases to comply with this class. OEM engine displacement determines the displacement class for competition. Displacement may not be increased beyond that class limit. Starting mechanism must be retained and operable. Carburetor(s) must be the same model and size as the original equipment on model in question. All production engines run in gas class. See Section II-2. 2) Production Pushrod: Same as Production, but must have pushrod operated valves with camshaft located at least one crankshaft stroke below the OEM cylinder deck position or utilize OEM pushrod length at least twice the crankshaft stroke. 3) Production Supercharged: Same as Production, but an original brand factory installed turbocharger or supercharger is allowed. 4) Class F: Unlimited in design, but must be comprised of major parts and components designed primarily for use in motorcycle engines. No restrictions on fuel. Superchargers or turbochargers are not permitted. Fuel injection is permitted. 5) Class G: Same as Class F, except it is limited to pump gasoline. See General Rules Section II-2 on gasoline. 6) Class BF: Same as Class F, except supercharger or turbocharger is required and must be mechanically or exhaust gas driven. No restrictions on fuel. 7) Class BG: Same as Class BF, except it is limited to pump gasoline. See General Rules, Section II-2 on gasoline. Water injection is allowed, but water tanks must be inspected and sealed prior to each record run. 8) Class PG and PF: Push rod engine. Any motorcycle engine with pushrod operated valves with the camshaft located at least one crankshaft stroke below the O.E.M. cylinder deck position or utilize O.E.M. pushrod length at least twice the crankshaft stroke. Replacement heads must have the same number of valves as originally produced as a production engine. "G" designates a gasoline engine and "F" a fuel engine. 9) Class VG and VF: Same as Class G or F, except that the class is limited to motorcycle engines produced prior to 1956. Replacement engine cases and cylinder heads are not allowed. Flathead or side valve engines move down two classes. A .050 oversize bore measurement is allowed on vintage engines only and will be discounted when the bore size is measured. Flathead engines in the class may use non-OEM cylinder heads from accessory manufacturers or reproducers. Engine parts made after 1955 and exact reproduction cylinders and heads may be considered legal in the vintage class if they offer no competitive advantage. Preinstallation approval by the Contest Board is required. It is the entrant’s responsibility to provide documentation and samples. 10) Class PBG and PBF: Same as (8) above, push rod classes, except that a supercharger or turbocharger is required; subject to the same limitations as Classes BF and BG, respectively. 11) Class UG and UF: Any reciprocating engine which uses the Otto cycle may run in Streamliner category only. Supercharged engines do not advance class size. 12) Classes: Engines using a thermodynamic cycle other than Otto. This class includes electric, steam and turbine engines. Motorcycle open minimums are available at the registration area or from motorcycle committee members. 1999 Motorcycle Technical Committee: Dale Martin - Chairman SCTA Board Rules/Rulebook Inspection/Certification (818) 842-2132 Home & Fax Tom Evans Rules/Rulebook Inspection/Certification Chassis Classification Henry Louie Inspection/Certification Engineering/Special Construction USFRA Liaison ADVISORS: Ron Cook Technical/Inspection John McKibben Engineering/Technical Keith McKibben Engineering/Inspection Doug Robinson (GG) Engineering/Rules Tony Ruthven Safety Engr./Inspection Shaun Straum Minimums/Two Stroke Tech Doug Meyer Production/Modified classes Subject to change in the 2001 rulebook, of course. | ||
| Ray Monasmith (Bluebuellfool) |
BHR, "Did I mention that there is no record holder in that class? At least there is none shown, they still have not updated the records from this year. But, I may be on a limb here, I don't think you need to worry." I think you're right. I don't envision anyone campaigning a 500cc XL-based twin anytime soon, and that I know of, the Blast is the only non-vintage 500cc class pushrod motor around, 'ceptin fer maybe a Guzzi or older Jawa (were they pushrod?). Shoe-in, indeed. BBF | ||
| BigHairyRalph (Ralph) |
Actually Ray, they will set a minimum speed for you to qualify for the record. I'm sure it will be very reasonable. | ||
| Ray Monasmith (Bluebuellfool) |
Engine Type Air-cooled, four-stroke, single cylinder Displacement 492cc Bore x Stroke 3.5 x 3.125in./88.9 x 79.375mm Valve Train OHV, two valves per cylinder, hydraulic adjusters Valve Adjustment Self adjusting Carburetion 40mm Keihin with auto fuel enrichner HP/Torque 34 Crank HP @ 6500 rpm; 30 ft. lbs. @ 5500 rpm Lubrication 2.0 qt. (1893cc) Battery 12 volt, 12 amp-hour, SLA (Sealed Lead Acid) Drive Train Transmission Five-speed, constant mesh Final Drive Low-maintenance Kevlar® belt Chassis Frame Wide-beam HSLA steel backbone with built-in oil reservoir utilizing Uniplanar™ powertrain vibration isolation system; Titanium color finish Wheelbase 55.3 in./ 140.5cm Front Suspension Showa® conventional 37mm forks Rear Suspension Showa non-adjustable gas charged compression shock Front Wheel Travel 4.0 in./ 10.16cm Rear Wheel Travel 4.0 in./ 10.16cm Front Brake Dual piston floating caliper, 320mm stainless steel rotor Rear Brake Single piston caliper, 220mm stainless steel rotor Front Wheel 5-spoke cast, 2.50 x 16 Stardust Silver finish Rear Wheel 5-spoke cast, 2.75 x 16 Stardust Silver finish Front Tire Dunlop 100/80-16 50s K330 series bias-belted Rear Tire Dunlop 120/80-16 60s K330 series bias-belted Seat Height 27.5 in./69.9cm (standard); 25.5 in./64.8cm (low profile) Ground Clearance 5.31 in./13.5cm Fuel Tank Capacity 2.8 gal./10.6L Gross Vehicle Weight Rating 780 lbs./353.8kg Dry Weight 360 lbs./163.3kg Load Capacity 400 lbs./ 181.4kg MPG-EPA Test Reg. 69 City, 72.8 Highway Details Instruments Electronic speedometer with LED odometer and tripmeter. Built-in LED indicator lamps for low oil pressure, high beam, turn signals, and neutral Warranty 12 months, unlimited miles Special Features Reduced effort clutch with shorter reach lever, Fully adjustable shift pedal enabled for personalized fit, Molded-in color body panels - resist dents/chips, Flexible turn signals - resist damage, Under seat storage Additional Accessories Sherpa saddlebags, Metro tank bag, Hero tail rack, Anorak bike storage cover, Mechanic Jo tool kit, Personal F/X Colors Bull's Eye Red, Midnight Black, Sunfire Yellow | ||
| Ray Monasmith (Bluebuellfool) |
Compared to a 1203's 88.8x96.8mm. Same bore...hmmm. | ||
| Ray Monasmith (Bluebuellfool) |
BHR, I am making an estimate of 80mph for a Blast carrying around that extra weight and wind resistance. (roadracing-related) Spent the day measuring and comparing the front head on my X1 with the Blast head. Looks to be nearly the same, except that the Blast head has a triangular shaped boss sticking out over the intake port where the rear heim rod connects to. Other than that, they're the same externally. The jugs appear to be the same also, dimension-wise, but the Blast is missing the upper section of fins between the pushrods, as those would get in the way of its pushrod cover. I am speculating that big Buell jugs would be do-able on a Blast with a slight bit of machining. BBF | ||
| Ray Monasmith (Bluebuellfool) |
An imposter posing as me in one of my favorite movies.  | ||
| BigHairyRalph (Ralph) |
Above picture, figures. If you could do eighty that would be awsome. | ||
| Ray Monasmith (Bluebuellfool) |
Brain won't let this one go... Applying pi x ((d/2)**2) x h x .001 = V in cc to stock Blast stroke/bore 3.14159 x ((88.9*0.5)**2) x 79.375 x .001 = 492.693434218015625cc give or take a picoliter or two. To determine value for bore given stroke r = sqrt(V/pi(h)) Solving for 2r = sqrt(V/(3.14159 x 79.375)) 2r = 98.104mm for approx 598cc 2r = 102.11mm for approx 649cc 2r = 105.96mm for approx 687cc 2r = 109.68mm for approx 741cc | ||
| Ray Monasmith (Bluebuellfool) |
I have no idea what clearance limitations exist in the Blast motor... I'm sort of in a quandry. I need to bump displacement up for roadracing purposes, but I need to maintain stock displacement for the LSR. Bummer. Guess I'll just have to buy another Blast... | ||
| Jose Quinones (José_quiñones) |
Get a new rev limiter. This motor can safely spin to 8500 rpm or so, 2000 more than stock. From the Road Ahead article on the Blast! LSR: "Thomason said the bike would have run well past 100 mph without the rev limiter" This bike set a new record (99.489 mph) for the 500 cc/stock/pushrod/gasoline class food for thought | ||
| Ken Hageman (Ken41) |
Ray: Thanks for the input. It was the way that I was basically heading. I have been keeping my eyes open for an EX 500 that meets my basic requirement of being mostly complete or preferably race ready. Looking to get serious after the first of the year. | ||
| Ray Monasmith (Bluebuellfool) |
OK. I'll play dumb. Isn't the rev limiter part of the ignition module circuitry? and as that's a sealed unit (implemented in micro-subminiature components and lotsa ICs anyway), how would or can I bypass or modify the rev limiter? Is it programmable like the FI ECM? Is there an aftermarket unit available that might do? like could I adapt an Ign Module from an XR650? eh? huh? BBF | ||
| Jose Quinones (José_quiñones) |
Yes, the stock ignition module is integrated/tamper proof. As far as I know, nobody has produced a different one yet. But if I was looking for more power from a Blast, I would try to do this first before thinking about a larger bore size. I would speculate that Buell probably already has one, but isn't selling it yet. If you don't want to wait for a Buell/Aftermarket module, you probably could brew your own as you mentioned. José Quiñones | ||
| Jose Quinones (José_quiñones) |
From ATC's Blast! review: "The stroke is 3.125", which is .675" shorter than an XL motor. It is also the same as Tilley's S1 race bike. Hmmm. Now, the stroke of a motor is the primary design factor to determine a motor's power characteristics. Long strokes give lots of low end torque but won't spin up to high rpms. Short stroke motors will rev highwer and give much better top end HP but don't have the low end torque. Once a stroke is set, by figuring in the maximum piston speed which would be around 4500 ft./min., a maximum rpm can be figured out. For this motor, that works out to be 8600 rpm! Wow, this motor is only revving to about 7000 rpm, or 3600 ft/min piston speed." Now we know that this motor only makes 30 hp at 6500 rpm, so there is definetly more power to be had by raising the rev limiter somehow. | ||
| Sohc_Boy |
hey i was wondering what kind of power u guys think u could get out of the blast motor???? how hard is it to get 50hp do think? i was actually thinking of getting an sv650 or maybe a gs500 but i also like the idea of building a blast into a racebike. i've never raced before and want to start out small. | ||
| Rockbiter |
I heard estimates of 70 horses from my local dealer (Shreveport H-D), but that would involve some SERIOUS changes. To quote Brian Nallin: "We absolutely do have cylinder head packages for the Blast. The Stage 1 package is 275.00. We have done several for the Buell factory and have seen returns of 10% HP increase and TQ increases of 14% with no other modifications from stock and no re-tuning. Obviously I would not recommend not re-tuning your bike. We are also working on pistons and a 525cc bolt-on big bore kit which will dramatically change the outlook of the performance. Please give me a call at your convenience and we can talk about your project. Thanks, Brian Nallin NRHS --end quote As for a change to a chain drive, Crossroads Performance has done it, you can contact them for details(715) 247-4747. It involved upgrading to 17 in wheels, and recalculating the final drive ratio to stock, to retain speedo functionality Scott 2k Blast (black of course) | ||
| Dan43blast |
How about posting the contact information for Brian Naillan? | ||
| Aaron |
Nallin Racing | ||
| Phillyblast |
so the question remains - who will be the first to try it? I'm making plans to put a head and piston (stock displacement) on the Blast over the winter, but . . . 10% increase with head only = .10 x ~30 hp = 3 hp? What does that translate to with tuning and a pipe? How much more if the new piston bumps the compression? How about cams? Or better yet a race ecm to raise the limiter? It seems silly to put cams in the blast with the same stock rev limiter - why move the powerband up if you can't get to it? I'd love to see someone (magazine, race team, etc.) do a project blast and post some numbers. I don't think 40 or so rwhp is too much to ask for, or too difficult to attain, but It's be nice to have a roadmap starting out. Especially since I need to save some money to upgrade the suspension . . . | ||
| Aaron |
It's in progress. Stay "tuned" AW |
