| Author | Message | ||
     Rebelgtp |
oh yeah i forgot to mention i found a bike i would love to run but could not afford the $50,000 to get it. harley davidson vr1000 ...i don't care about the track record the bike had...i just LOVE that bike. the idea of taking one around the track is just heaven to me. however the hals xb9r has the potential to take its place in my heart lol | ||
| Benm2 |
My dad & uncle spent a few years racing (RD400's, then endurance racing a CB1100F) and I've asked them for their opinions on racing bikes. They, as Blake says, recommend NOT racing the buell. However, like MOST people on this board, we cannot resist the idea of doing tinkering with our buells. Yes, from my walking about the pits at the races, SV650's are all the rage. But, the competitive bikes are WORKED. Full bodywork, swapped front-ends, different wheels, lightweight sub-frames, etc. Some of these SV's are running around with big-bore kits, high-compression pistons & cams. They've sunk money into their bikes just like every other racer. (its like a disease) But, if you want to race the buell, what the hell. Don't try it if you can't work on it yourself, though. Besides, off all the bikes at pocono last weekend, the Buells sounded BADDEST. Which, of course, leads me to my original batch of questions. Between ralph, blake, and others there is no lack of engine building knowledge, but the information is not forthcoming. If I say please, will someone answer some of my earlier posts about recommended engine mods? Please? Ben | ||
| Ralph |
Ben, it's a hard thing to talk about. I don't know enough to be comfortable telling somebody else what to do with their motor, whether it's for the street or the track. My "suggestions" for a decent track motor would be to appreciate the innate weaknesses of this motor and do your best to work around them. In my view (and I got bad eye sight) that would mean; lightend fly wheels and stronger (hopefully light) rods. S&S are strong, but sure as hell not light. Good head work with (light) pistons matching the chamber for good squish. Don't forget high quality valves, keepers, springs, etc. An oil scraper would be a good idea along with the oil pump mods put out by the factory. From what I've been told, stock lifters should be okay, but add S&S limiters make them more suitable for long lasting, high rev work. The motor should absolutly be "balanced" (yeah, right) and blue printed. There's more, but the girl is yelling at me to get off the 'puter. Basically, concentrate on keeping the motor light so it can live longer spinning at the high rpms you will ask of it at the track. Big power will just cost alot and tear the motor apart in short order. bighairyralph | ||
| Rebelgtp |
of course if i had the coin i found a great racing american v twin. a good old xr750. so much punch from a chunk of american iron. just one expensive lump i would hate the idea of blowing one up EEK!...i'm looking at some of the old harely race bikes for setups to run a buell. trying to find information on the daytona weapon now. anyone have any info? also i know that there was an aircooled 1000cc engine used in one of the vr1000s, the builder is from japan (same guy that built the daytona weapon) any ideas guys? | ||
| Blake |
Rebel, Just put a bike together and race man. Dude, you're going off the deep end with talk of an air cooled VR1000. Working on your skill will be of most benefit to your competitiveness. That and race tires.  Just get a bike and have it race prepped and tuned up. Then when you get competitive with your corner speeds, you might start looking at a high performance engine. | ||
| Rebelgtp |
Blake yeah I know you are right. For the most part that is the plan. The mention of the aircooled VR1000 was basicly that I want to find info on it so I can find out why that engine hung together. Then maybe apply those principles to a Buell engine. But yeah next year I plan on going to track school and then doing as many track days as possible so I can work on my riding all while building an engine. | ||
| Ralph |
That engine held together because of cubic dollars. Weight for weight, I'd say more money then motor. I would suggest you try racing before you start planning your personal Daytona Weapon or VR1000 racing program. bighairyralph | ||
| Benm2 |
Okay, all. Started stripping the bike today for its new career. Not quite as impressive as I'd expected; I remember removing lights/fenders/etc. on old RD400's and the weight loss was most gratifying. The rear of the buell is done, and at most it lost 4 lbs. bummer. While looking at the bike from the side, I noticed the lower mount (welded) for the passenger pegs looks like a perfect point for rearsets. A quick clamp-on test with a pair of vice grips seemed to produce a good fit. Besides losing the kickstand mount on the right side of the bike, does anyone see any downsides to cutting the triangles off and drilling the leftover stub for the peg? Anyone else try this? | ||
| X1glider |
The rearsets that are available for bikes that have welded on rear triangles have a clamp that mounts to those triangles. Specifically, the one that comes to mind is the one Buell sells in their catalog for the S1. On the note of engine mods. For the 1st season, no mods, just go on a diet, get race tires and work your high rpm technique, braking and turning and reading the lines. I've found trail braking to be difficult on the X1 as the fork compresses so much, the trail must shorten down to 1/2". The bike wants to upright itself. Light braking thru the turns while keeping a steady throttle keeps the suspension stable, giving excellent traction but I have yet to be any good at it on the X1. Honestly, bombing around on the street on a stock X1, I found it really easy to lose the rear end when trying to keep the bike between 5800-6800 rpm. If you can control the bike at those revs in all circumstances, straights and turns, you'll be competitive. I see so many at the amatuer and some in the expert classes who don't have the skills honed as they should. Not that I can talk, but knowing is a lot easier than doing. | ||
| Snowdave |
The banke rearsets don't require the passenger peg triangles. See picture here:  Although I am having a hell of a time trying to figure out how to attach a kickstand for street use. I think I will order an XB stand and see if I can fabricate the mount under the engine. | ||
| Blake |
My kickstand fits fine.  Banke Rearesets on Blake's '97 M2 | ||
| Caboose |
Here are some shots of me at last weekends trackday.     | ||
| Caboose |
www.torontomotorsportspark.com This is a great facility located in Cayuga, Ontario. The track is 3 km long, tight and technical, well suited to Buell's.  | ||
| Snowdave |
It's hard to see in the photo, but John cut the lugs off for the kickstand. I could weld something back on, but frankly I am a very mediocre welder and I don't trust my work to be able to consistently hold the bike up. Although I could talk to any one of the guys at work since we weld up 30,000 HP engine blocks....duh, I gotta go. | ||
| Peter |
Blake, Can you do me a favour and measure the length of your shift lever from bearing to toe-piece, and the distance between the toe-piece and footpeg please? Thanks mate. PPiA | ||
| Blake |
You want mm or inches? Blake (goingoutsidetomeasure) | ||
| Blake |
 Peter, I added a few extra dimensions. I currently have the shifter set up GP style but the toe peg position hasn't changed much. | ||
| Blake |
DOH! Not "mm"! Measurements are in cm. Length of shifter is 10.4cm Toe shifter to footpeg is 12.7cm Horizontal from shifter peg to vertical line dropping from foot peg is 11.7cm Shifter pivot to footpeg is 23cm Hope that helps. | ||
| Aaron |
Millimeters and Centimeters? In America? I thought they confiscated those things at the border. You must've smuggled them in. | ||
| Blake |
I had to learn the SI way in junior high; I had to work engineering problems in both metric and SAE in college (try that in thermodynamics, it SUCKED!!!). I'll be dammed if I'm not going to still use SI once in a while. Of course I got it wrong too.  | ||
| Peter |
Blake, Thanks for that. I will be putting Buell rearsets on the S1, but still want to use the Banke shifter. Just checking distances. I also understand inches. In Australia, I was taught everything in inches and pounds until I was about 12, then they changed to metric. We walked into class one day, and the teacher said "Forget everything we've taught you as we won't be using it anymore....." PPiA | ||
| Benm2 |
Snowdave: From the pictures, it looks like your M2 has clipons. Could you show some pictures of how the flyscreen mount was modified? My new flyscreen should arrive today, and I want to fit clipons, but the stock mount is just under the upper triple clamp, and is in the way. Also, called Henry Duga yesterday, after getting his number from Buell Customer Service. Told customer service I was going racing, and wanted to know about guidelines for bike prep. They gave me his number at the factory!! Called, left message, and Henry called me back the same afternoon!!! Gave me a wealth of useful information about setup, motor prep, etc. Also, for note on chain drive conversion, he recommended going no smaller than 22T up front, but that rub block should be made for upper & lower portions of swingarm. Ralph & others have posted that a 25 will work with minimum rub, but I think I'll try a 23, so the rear sprocket doesn't get too large. BTW, set a tarp on fire over the weekend while grinding rear passenger peg mounts off. Oops. Also of note, WERA rules for safety wire are EXTENSIVELY more complex than the CCS rules. WERA rules practically require wiring every fastener on the bike, CCS concentrates on fluid ports. Also, WERA rules (2002) are not "buell friendly", classifying the bike in C-superbike / superstock, against current 600 fours. Looks like CCS is the better bet for sure. Last but not least, CCS requires safety wiring oil fill ports. Does that mean the left-side clutch cover needs wire? Also, how did any of you wire the engine oil fill cap? Ben | ||
| X1glider |
Hey Ben, just got back into the country...safely. I haven't been home yet so I haven't had a chance to get you the info or pic of the race flyscreen. I'll be home later tonight, say around 9 pm. If you drop me an e-mail with your number, I'll give you a call with details. I need to call Hershey anyway, so what's one more? CCS techs in TX will let you get away with wiring only the tranny drain plug, oil filter, oil drain plug and oil tank cap. Wiring the grips, brake bolts, wheel nuts and shock bolts are optional. I personally feel that the high frquency vibrations on those 12,000 rpm 600 cc ricers are more likely to lose parts than a Buell. | ||
| Benm2 |
X1G: Thanks for the info, but I thought you'd forgotten about the screen. I ordered one two days ago, so its on its way. Reading other posts, should have put 2&2 together about your whereabouts, but I'm not that quick. Glad you made it back safe! Ben | ||
| Blake |
X1G, I'll take the screen then!  | ||
| X1glider |
Blake, I still have a bed pan, I mean belly pan, for you too. When the hell is the Rhino gonna be put on at OHR? I thought they were gonna do it the week after Hallet. | ||
| Snowdave |
BenM2: The mounts are switched side to side and upside down. This way the mounts are several inches below the top triple clamp and there is room for clipons. I am still working on mounting the headlight, because this setup is very tight. It works well without the light though. Dave | ||
| Blake |
Rhino Hiding of OHR should have been completed yesterday. Bonneville next weekend... How about a track day on 9/28? | ||
| X1glider |
9/28 is my mother's b-day and I'll be taking both my parents to the theater. The next weekend is the Octoberfest in Kerrville (yes, I know the real one is in August!) So, any weekend after that. Besides, I doubt I will want to sit on a bike so shortly after the ride from the salts as my hind quarters are not conditioned for long trips any more. Way too much work travel. We'll work it out after Bonne. C u there. | ||
| Blake |
Cool. BTW, I lied. OHR gets Rhino Hide next Tuesday, the 17th. I've volunteered to help. |
