| Author |
Message |
    
Glitch
| | Posted on Saturday, September 09, 2006 - 12:21 pm: | 
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The shorter stroke (and shorter cylinder)
You do know that the height of the cylinder has nothing to do with how long or short the stroke, right? |
Jon
| | Posted on Saturday, September 09, 2006 - 04:18 pm: |
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Glitch,
I meant that I don't know why they choose to be a detriment. The customer shouldn't have to drag them to it.
(Message edited by jon on September 09, 2006) |
Glitch
| | Posted on Saturday, September 09, 2006 - 10:06 pm: |
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gottcha  |
Oldog
| | Posted on Saturday, September 09, 2006 - 10:20 pm: |
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I did not Ride JB2's Victory but there were cool touches all over it, its quiet fit and finish are excellent.
I especialy liked the flushed in tail light, that is an Arlen Ness touch for sure
HD wake up  If I go to a crusier It will probably be a Victory ..
If they do the deal with KTM
HD/Buell, Will have their hands full the SuperDuke as fugly as it is intreagues me.... |
Crusty
| | Posted on Sunday, September 10, 2006 - 08:13 am: |
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I find it interesting how many people are praising Victory and slamming Harley. Victories (Victorys?)do not make more power than Harleys do. The models I test rode had the worst shifting transmissions I've ever seen on any motorcycle. There is no advantage to using overhead cams if your maximum RPM is limited by piston speed and not valve train. Four valve heads don't necessarily flow any better than two valve heads. All I see in a Victory head is unnecessary complexity and way too much height.
If I were going to buy a cruiser, I'd get a new Superglide. I'd get a 96" engine, a six speed transmission that shifts smoothly, rubber mounting and an extensive dealer network.
Then again, I like to put miles on my bikes, not just profile on them.
(Message edited by Crusty on September 10, 2006) |
Jimidan
| | Posted on Sunday, September 10, 2006 - 09:26 am: |
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Whodom sez:
"I think the main reason the heads are so tall on the Victory engine is the 4-valve configuration combined with air cooling. It's been posted several places that it's very difficult to do a 4-valve per cylinder configuration with air cooling. My guess is that Victory has a HUGE amount of cooling fin surface on the head and placed the cam relatively high up to give lots of room for air passages."
The tall Victory motor used to have that air-compressor look...they have tried to rectify that lately.
Jimidan |
Jimidan
| | Posted on Sunday, September 10, 2006 - 09:48 am: |
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Whatever happened to the RC8 superbike? According to the motopress this bike was supposed to be in production by now. KTM seems totally unable to bring this bike to the market, in spite of the Polaris deal. Here is a story from 2003. At $17,000 plus, it seem hardly a competitor for the XB12...more like a Ducati 999. It reads like a freakin' Buell ad...dry sump, under-slung exhaust, "street-fighter", mass centralization, etc.
For photos go here:
http://archives.motorcycle-usa.com/KTMSuperbike.html
MotorcycleUSA.com Motorcycle-Superstore.com
KTM Superbike
10/24/2003
The KTM RC8 V-Twin superbike should hit the production line in 2006, with a claimed top speed of 174 mph.
KTM officially unveiled its RC8 Superbike prototype at the Tokyo motorcycle show earlier this week, calling it "the ultimate weapon for ambitious street-fighters."
Details about the RC8 are still in short supply, but there are a few key elements available. The liquid-cooled V-Twin powerplant is a version of the 942cc engine first seen in the 950 Adventure, upsized here to 999.8cc. The 75° V-Twin is expected to produce 130 horsepower, which, depending on how the power is measured (crankshaft, countershaft, rear wheel), puts it in the class ballpark; Ducati claims 124 hp from its 999, while Aprilia says the new Mille pumps out 139 ponies. For reference, the 2003 Ducati 999 we tested produced 116.5 hp at the rear wheel. The RC8 uses a hydraulic clutch with its close-ratio 6-speed transmission.
Rather than route the exhaust under the seat as has become the trend with contemporary sportbikes, KTM positioned the RC8's under the engine like Buell sportbikes, exiting out the right side of the fairing lower. The RC8 uses dry-sump lubrication, leaving room under the engine for the exhaust, the optimum location for making it as aerodynamic as possible, according to KTM. This location also helps keep mass centralized, as does the fuel tank located under and forward of the seat pad.
KTM's compact Twin is substantially lighter than other V-Twins of similar displacement. Together with a stiff tubular chrome-moly trellis frame, the RC8 is claimed to weigh a scant 385 lbs., we presume dry. In ride-ready trim, full of oil, coolant and fuel, it will likely weigh in around 425 lbs. Comparitively, the 999 scaled in at 440 lbs. full of fuel.
The RC8 uses WP suspension, with an inverted titanium-nitride coated fork up front and a single shock working out back. The swingarm is a massive aluminum unit that looks ultra-trick. Radial-mount Brembo 4-piston calipers grip huge rotors that are attached to good-looking 5-spoke rims. A single-piston Brembo caliper is found on the rear.
The distinctive angular bodywork is unlike anything else out there, and it is sure to draw criticism from some. Surely there is some aerodynamic benefit to the narrow, sharp-edged, pointy styling. The front fairing houses a standard-looking single halogen headlight stacked vertically above a smaller running light. Two narrow intake ducts located on either side of the headlamp provide the intake for the ram-air system.
The RC8's instrument cluster looks a bit similar in layout to the 999/749 gauges introduced in 2003. An orange-faced analog tach works with a digital speedo. The spartan saddle is mounted relatively low so the rider/bike combo has a reduced center of gravity for less pitch when braking and accelerating.
Sources at the show report that the wild-looking RC8 should hit showrooms in 2006 when it is expected to cost in the neighborhood of $17,000. |
Jpdog
| | Posted on Sunday, September 10, 2006 - 02:37 pm: |
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I agree about the Victory. I rode my friends Jackpot, 6 speed trans, way more HP and TQ than HD cruisers, 260 rear tire and american made. I was very impressed! Still not cheap, but alot more value and performance than a HD. I think in the next few years they will take a much bigger chunk out of HD`s cruiser market. |
Mb182
| | Posted on Monday, September 11, 2006 - 08:30 pm: |
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The reason for the tall cylinders is the head. about 60% of the cylinder is head. With the valves and the OH cam/drive gears it does take up some room.
Gear driven primary and 1 fluid to change makes maintenance a snap.
The 02 and up bikes are strong and almost bullett proof.
A common misconception is that Ness designed them - Wrong, a Vic designer by the name of Michael Song did. Ness was brought in after the Vegas line was already done.. they do customize a couple of bikes for the signature series every year.
I am a fan of the cruiser line V92C's and TC's but the have dropped those lines and are headed down the bike night cruiser path.. sad as it is a great engine.
MB
"Loud fans save lives" |
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