| Author | Message | ||
     Aikigecko |
Aaron...that's not fair  ....give us a hint please!!!! some of us are itching to see what numbers you have made and how you got thereand with what partsOk enough from me | ||
| Aaron |
Results so far look promising, it has really responded well to a few things. But I have a lot to learn, I'm at the beginning of the curve, not the end. The main difference is the short stroke. Figuring out what that means in terms of rpm and cam timing and compression is the challenge. Sure wish I could get my hands on some Firebolt pieces, I bet they've already got it nailed. Keep in mind that I'm not paying any attention to streetability, top end power is my only concern. Not sure anything I learn will be applicable to you guys anyway. AW | ||
| Aikigecko |
True as I'm looking at more mid range grunt but it's all fun. | ||
| Phillyblast |
Aaron, even if none of it is applicable to a street blast, it will at least give us a road map for what "not" to do. The biggest thing for me is making the "to cam or not to cam" decision. As I said, part of that decision hinges on the availability of a new ecm, to allow the blast to rev past it's current limit. I'm guessing the firebolt already has it nailed, as well. | ||
| Aaron |
Overcoming the rev limit is trivial, and can be done very quickly with readily available pieces. But, you lose the auto-enrichener, it's controlled by the stock module. Also, the Blast doesn't use a VOES, it has a throttle position sensor instead that the stock module reads to figure out the advance. So that goes away, too, if you use a different module. You *could* put a VOES switch on it and wire it to the new module, though. For racing, I don't care about either of these things, but you might for street use. AW | ||
| Phillyblast |
Depending on the module, it may already have a provision for VOES (Vacuum Operated Electrical Switch if I remember correctly - basically like a vacuum advance on a car) or am I wrong on that? Losing the auto-enrich would suck for riding in the NorthEast, but if you swap carbs and put on one with a manual choke that gets rid of that problem. (I am sooo gonna void the warranty on this thing. oh well) How about a 40MM Mikuni? Luckily I have some time on this, to see what Buell comes up with in the next several months. thanks. david | ||
| Aaron |
Yes, you're right, it's the same kinda deal as a car's vacuum advance, and virtually every module out there has a VOES provision, and the carb has the tube on it, so it would be easy to put one on to replace the TPS driven setup that the stock module uses. I wouldn't be surprised if a manual choke cable plugs right in to the carb, after removing the auto enrichener. Haven't tried it though. But everything about the carbs seems to be pretty similar. Wonder if it would benefit from an accelerator pump? They don't have one on there. The Mikuni sounds interesting. One thing I noticed: take a look at the manifold to port match. Mine was terrible. AW | ||
| Jprovo |
Just thought I'd pass this along... taken from: http://www.formulausa.com/dirttrack/news_010612.asp "Sheboygan, Wisc. - After putting the new Harley-Davidson 500R dirt tracker based on the Buell Blast through some testing and trials at the Daytona short track and Colonial Downs mile, Bill Werner and Rich King decided the machine was ready for prime time and pointed it at Plymouth, Wis., for the Drag Specialties National Dirt Track Series' Dairyland Classis short track as its National Championship début." “Getting off the line in second behind Texas-based legend Terry Poovey, King made several runs at Poovey coming out of turns 3 and 4. On lap 11, King took the lead and never looked back, putting the single-cylinder 500cc Buell into the top spot in the victory circle on its first race.” Not much info on the 500R, but I'm hoping someone can find out more... Just found this place... hoping to be a Blast owner in a couple of months James | ||
| Aaron |
Tips for the prospective Blast hot-rodder: 1) The angle of the piston dome and the angle of the chamber squish shelf are not the same, there's 5 degrees of difference, and what's worse, the angles are such that the squish will be tighter toward the center of the chamber (the opposite of what you want). So if you're shortening the stack, rework the piston or chamber to make them match. Measure carefully. 2) Also, if you're shortening the stack more than about .030 or so, start thinking about making the pushrod cover pockets a little deeper. Otherwise the pushrod cover will try to hold the head up. 3) Do not assume that if cam grind X has lots of piston to valve clearance in a 1200 that it'll also have lots of clearance in a Blast. The Blast's long rod increases the dwell time near tdc and puts pressure on this clearance. Measure carefully. AW | ||
| Anon_R |
That last part sounds like the voice of experience...and not the good kind? Experience = What you get, when you don't get what you wanted. R | ||
| Aaron |
Actually, the whole thing is based on this weekend's experience. But I didn't get bit, I discovered all this as it was going together, not after running it! AW | ||
| Mikej |
Good heads up catch. I learned of someone not so fortunate this weekend with a similar situation. | ||
| Aaron |
I'd like to take credit, but I was looking at my new Andrews catalog and they have some Blast grinds. The smaller of their two grinds had numbers that would easily fit into any Sportster, including ridiculously small TDC lifts, and yet they were still warning to check for valve to piston clearance. hmmm, I thought. Maybe I best check it. | ||
| Mikej |
Doesn't matter if you read it or found it, still a good catch.  The fine print will get you every time. At Uke's yesterday during the final talks either Erik or one of the guys giving the history of the bike lineup mentioned that a Blast did 117mph at Bonneville. Did I hear that right? Mike. | ||
| Aaron |
Speedweek 500cc records include: P-PP 113.654 Kevin Kedinger/Team PDC - Blast MPS-PG 115.695 Kevin Kedinger/Team PDC - Blast MPS-PF 116.684 Keenan Tatro/Tatro Machine Special - Unknown There were some other 500cc records but they were boosted gas and fuel classes and were actually slower than these. I don't know what kind of bike Tatro was running, but it probably wasn't a Blast. Looking back at the history of these records, they've been running in these classes for awhile, longer than the Blast has been in existence. Apparently they have some other kind of a 500cc pushrod Harley. Although they may have brought a Blast this year, I don't know. In any event, 113.654 and 115.695 are very impressive speeds for a Blast. Someone told me the other day that he heard Bill Warner, HD racing dude, was behind this Blast. Then someone else told me that PDC is an acronym within Harley for "Product Development Center". Hmmm, a factory team? I'm trying something that, as far as I know, hasn't been tried in a Blast, although it's been used successfully in a 1200. I'm anxious to test it and see if it works or see if I run into any issues. Hopefully later this week. I'm almost out of time, it better work. AW | ||
| Mikej |
I heard the name Warner mentioned this weekend, but not sure what it was in relation to. Also heard Erik mention the TAG group, Technical Advisory Group. The H-D abandonment of the VR program was brought up several times, and Erik said Buell didn't have any Superbike plans, or if they did he didn't say anything to hint about it. He did say that H-D was using the racing program as a testing and development tool. Funny note, as we were walking in the proto building Friday morning on the tour, we passed their row of older bikes they use for review, and as we walked past their RR1000 that looked like it had been thru a few battles, Erik commented that it wasn't as nice as Aaron's bike. Also, someone mentioned that Erik asked if you were at the Homecoming because he was curious of what you were doing to the Blast. There was a guy with a Blast at Hal's dyno shootout Wednesday night. He had either a D&D or a Bub pipe on it, sounded really good. His dyno numbers weren't real strong though, but looking at his graph with him it had a lot of roughness in the curve and looked like he still needed to play with his timing and jetting some. I don't know how to describe it, but his whole torque and hp graph looked almost like a jagged/wavy graph almost like his wheel was maybe way out of balance and it was skipping on the dyno drum or something. Anyway, gotta go get ready in case Jose needs a hand swapping out his rocker gasket this morning. MikeJ. | ||
| Aaron |
And yet another warning ... If your Blast shop manual is like mine, it lists pushrod overall lengths on page 3-36. If it says 10.746" and 10.800", DO NOT order high performance pushrods based on these lengths. These are Evo 1200 lengths. Someone screwed up when editing the manual and didn't realize that Blast pushrods are somewhere around .140 longer. Hey, if anyone has a newer shop manual than mine and it lists the correct lengths, I'd be interested in knowing them. AW (thank god for Smith Bros.) | ||
| Loki |
AW, Let me know when Peter's package arrives at your place. Hopefully it is already there... Loki | ||
| Aaron |
Hey Loki, Yes, it's here, got here a few days ago, sorry I didn't let you know sooner. It's sitting out in the shop, I haven't opened it. Thanks! Aaron | ||
| Loki |
AW, Thanks bunches for being the drop point. If it aint crushed and don't rattle around the contents are ok. It ought to survive nearly any KLM/Northwest baggae weenie on his way home again. Bry | ||
| Aaron |
LSR Blast Update ... Top end is together. Initial dyno tuning done, still a couple more things to try. The dyno says good things. More power than a typical 883 Sporty. Hell, more power than some Evo Softails I've seen. I took it for it's first ride tonight. HOLY ••••!!! Hard to believe it's the same motorcycle! This thing rips. At a certain rpm, the motor changes tone and it comes on and pulls like gangbusters. The thing has been transformed from a mild mannered little 500cc street bike to a fire breathing monster! At least it feels that way, because the bike is so little and light and the way the power comes on in a big surge. After the event, I'll tell about the motor configuration. But what I did is totally doable on a streetable Blast. It'd even run on pump gas just fine. I'd run a different pipe is all, give it some more midrange. That would only hurt the top end a little bit. AW | ||
| Aikigecko |
Aaron, I for one eagerly await your report. the though of having more power than a 883 has me frothing at the mouth. | ||
| Blake |
Congrats dynomaster! I'm looing forward to the results at Bonneville. | ||
| Blastin |
Uhhhhh, I think I need to go change my shorts. I'll be able to run circles aroung my brother. I was already able to do that since he is on a Heritage Softail, I'll just be able to do it quicker now. I cannot wait for the "GURU of the DYNO" to speak his wisdom to all of his fellow Blastards.(Or shall we declare Aaron the reigning king of the Blastards? ) I can't wait to see the fire breathing beast kick some ass on the salt. I have a smile on my face today, and I haven't had one for awhile, thanks Aaron. Good luck at Bonneville. Jerry | ||
| Aaron |
Thanks, Jerry, Tony, Blake ... One thing I should warn about ... the parts to do this are not *quite* available to the general public yet. But they will be, very soon. If I had made it an all-out race motor, I'm sure I could've made even more power. But this is about proving a package that's being developed for the street. What better way to make a statement than to take a streetable package out to Bonneville. AW | ||
| Aaron |
By the way, the reason I'm being a little tight lipped is because it's an experiment. I'm happy to say the power is a success, but there's more to the experiment than just power. If we blow it up, I may never tell you what's in it or who I'm working with. If it kicks ass and lives, I'll openly share the whole thing. I'm sure you understand. AW | ||
| Tripper |
Air-on - King BLASTARD. I like it. | ||
| Phillyblast |
Typical 883 is somewhere around 45? That is too cool. I'm waiting patiently (but not too patiently) to see what it'll do on the salt, and then find out how to do that to mine :-) david | ||
| Killa_Spot |
I have a new Blast and I have tons of questions. 1. Do they make a turbo kit for the Blast? 2. Can you put "fat tires" (like on a 600 cbr) on a Blast frame? 3. For pure power which is the best pipe? 4. How important is rejetting? 5. Where can I get a list of the mods that Arron did? 6. Are there any generic trubo kits made that can be modified to a Blast or maybe a custom turbo? Anyone that can field these questions gets a free pop tart. ;) thanks spot | ||
| Xgecko |
OK I can answer all but the last and that is because I know nothing about Turbos 1) No 2) not without work (welding/cutting) on the swingarm 3) toss up between Kerker and White Brothers...both are tunable 4) if you change the pipe very otherwise you've wasted money on the pipe. 5) here is a copy of the answer to that very question asked of Brian Nallin The big bore cylinder/piston kit is 447.50, cams 160.00, Stg. 3 cylinder head 500.00. Aaron also used a cobbled up Screaming Eagle ignition which I don't necessarily recommend because it essentially deletes the rev limiter, and a Mikuni HSR42. Properly assembled, this set up should put you over the 50HP mark. Brian Nallin As for the Turbo not too sure I'd want to do that the blast is surgey enough as it is a turbo would only make things more fickle...unless all you want to do is go in a straight line. |
