| Author |
Message |
    
Buellsrule
| | Posted on Friday, February 20, 2009 - 04:00 pm: | 
|
Bravo Kevin, great work...as usual. Remember to take care of yourself. I.E. eat good, get plenty of rest. As you can see, none of the guys need to you to develop any health problems. Take care, Frank. |
Thurstonbuell
| | Posted on Friday, February 20, 2009 - 04:25 pm: |
|
Eagle,
WEDDING ???? LOL
I'll take yours when it's done then !!!
 |
Jerseyguy
| | Posted on Friday, February 20, 2009 - 04:25 pm: |
|
It weighed about 10 pounds on my UPS scale and the stocker weighed in at 20 pounds. It's about half give or take a little. |
Thurstonbuell
| | Posted on Friday, February 20, 2009 - 04:27 pm: |
|
That puts her on a real diet then , thats like what.....375 dry weight to about 365 hmmmm........nice , real nice |
Dentguy
| | Posted on Friday, February 20, 2009 - 04:31 pm: |
|
It makes significantly more power than the Jardine.
Amazing that you can feel a significant power increase over the Jardine so fast.
I thought Buellgator said they had to really "learn". That was one of the reasons for the dyno runs not being close together.
Are you sure it doesn't just sound like significantly more power or feel like it because of the cost?
(Message edited by dentguy on February 20, 2009) |
Clarkjw
| | Posted on Friday, February 20, 2009 - 05:12 pm: |
|
This bike could be raced at under 350(dry) with the proper tweaks. |
Kds1
| | Posted on Friday, February 20, 2009 - 05:19 pm: |
|
Ds, man it really looks good, thats a nice looking bike, makes me want one now....glad you're having fun....
Kevin
www.kdfab.com |
P_squared
| | Posted on Friday, February 20, 2009 - 05:36 pm: |
|
Kevin, put the computer away & get back to making pipes & no one gets hurt!
P.S. Is MINE ready yet? (Stealing from Rob's playbook) |
Marcodesade
| | Posted on Friday, February 20, 2009 - 06:02 pm: |
|
It's a beautiful pipe. If I still have a job in a year, I'll get on the list. |
Pridayr
| | Posted on Friday, February 20, 2009 - 06:17 pm: |
|
This is funny. I was trying to change my email, and blew myself out of the system for this forum! CarbonBigfoot is temporarily off-line.
But don't despair, PridayR still works, so ShaZam! I'm Back!
R |
Ron_luning
| | Posted on Friday, February 20, 2009 - 07:26 pm: |
|
Is the muffler fiberglass filled? I didn't see any fasteners to open up the can to repack it. |
Steveoc
| | Posted on Friday, February 20, 2009 - 09:00 pm: |
|
does anyone know how long the list is and If I get on it now how long will it take to get it in? |
Xl1200r
| | Posted on Saturday, February 21, 2009 - 10:44 am: |
|
I asked Kevin how long the wait time was at this point, and his response was "unthinkable". He put me down for one, and I'm crossing my fingers that I'll have it by June or July so I can enjoy it for a little bit. |
Pridayr
| | Posted on Saturday, February 21, 2009 - 10:47 am: |
|
Ron: I believe there is no packing in the Drummers. Another + in my opinion. Less maintenance
Rob |
Fresnobuell
| | Posted on Saturday, February 21, 2009 - 12:28 pm: |
|
I figured that at the price point lots of spaces will be opening up on the list...I could certainly be wrong tho |
R2s
| | Posted on Monday, February 23, 2009 - 01:14 am: |
|
I don't see how a Monza style exhaust could cost 1 large, don't say R&D because it looks like a small car exhaust that would cost about $100.00. |
D_adams
| | Posted on Monday, February 23, 2009 - 02:27 am: |
|
Well, there _is_ a certain amount of math that goes into making a custom exhaust. Tuning it for length and efficiency does require some thought and testing. I'll see if I can find the formula for it.
It's definitely the best looking slip-on system to date. |
D_adams
| | Posted on Monday, February 23, 2009 - 02:52 am: |
|
http://www.bgideas.demon.co.uk/tmanual/Tm_Ch4.pdf
The following formula can be used to calculate the ideal length for a given application:
129540 x E.T.
L = ----------------
R.P.M. x 6
Where:
L = Primary pipe length in mms measured from the exhaust valve head.
E.T. = Exhaust valve duration in degrees from point of valve opening before B.D.C plus the full
180 degree stroke up to T.D.C.
R.P.M. = The estimated revs, at which max. power will be achieved minus five hundred.
Example:
Exhaust timing = 80 B.B.D.C. to 50 A.T.D.C. Estimated maximum power R.P.M. = 7200
E.T. = 80 + 180 = 260
R.P.M. will be 7200 - 500 = 6700
Therefore :
129540 x 260
Primary pipe length = --------------- = 837 mms. or 32 ins.
6700 x 6
Having calculated the primary pipe length, we must now calculate the diameter as follows :
Divide "L" by 10 to bring it to cms. Call this "L2". (83.7)
Take the cylinder capacity in ccs and double it. (Say 400 x 2 = 800)
Divide by "L2" as previously calculated. (800 / 83.7 = 9.56)
Divide by 3.4 (9.56 / 3.4 = 2.8)
Find the square root (√2.8 = 1.67)
Multiply by two and add 0.3 ((1.67 x 2) + 0.3 = 3.64)
Multiply by 10 to bring it back to mms. (10 x 3.64 = 36.4) 36.4mms = 1.43ins
This will give the O.D. of the tube in which at first sight will appear rather small.
This is because it assumes the use of a perfectly smooth straight pipe, which is impractical to use,
so the following allowances must be made.
To allow for the viscous drag created in the bends used in an "average" primary pipe and also to
allow for the slight pipe flattening that takes place at the bends, increase the internal cross-sectional
area by 10-15%, depending on how tortuous the system is.
This will probably finish up as a pipe size that is non-standard, so go for the nearest available stock
diameter above this figure.
Remember that "L" is from the exhaust valve head, so the exhaust port length will have to be
deducted to get the actual manufacturing length.
This will then give the joining point of the primary pipes.
From this point, the secondary or tailpipe length can be "L" or any multiple of "L" and its diameter
can be calculated using the method above, but by starting off with four times the cylinder capacity
for a four cylinder engine, or three times for a "six".
For maximum power development, "fours" should always finish up in a single tailpipe (Fig 64),
while "sixes" should finish up with twin pipes, one of which couples cylinder numbers 1,2 and 3,
the other coupling numbers 4, 5 and 6.
For street use, fours can also be designed with a secondary pipe set (Fig. 65) which, although not
giving quite the same maximum power, gives a much broader spread of power.
The secondary pipes need to equal or be a multiple of “L”, with the next stock diameter up on the
primary. |
Jerseyguy
| | Posted on Monday, February 23, 2009 - 07:58 am: |
|
LOL!  |
Steveoc
| | Posted on Monday, February 23, 2009 - 08:05 am: |
|
Thanks for using simple math D.  |
Pridayr
| | Posted on Monday, February 23, 2009 - 09:55 am: |
|
Well, shucks, I may as well have done it myself....
Rob |
D_adams
| | Posted on Monday, February 23, 2009 - 10:16 am: |
|
Well, I just wanted to clarify what it took to actually design the pipe. It does take a little bit of work. Just a little bit, but it's more than most people can handle, thus, you have custom exhaust builders that make them, rather than every Tom, Dick and Harry on the street-corner selling them. |
Jerseyguy
| | Posted on Monday, February 23, 2009 - 10:48 am: |
|
D - thanks for the vote of confidence! Actually, Kevin does the computation in his head in about 10 seconds. Then it takes me several weeks to figure out how to design it, source materials and make it all fit. Finally we figure out how to make it look pretty! |
Carbonbigfoot
| | Posted on Monday, February 23, 2009 - 10:52 am: |
|
Well said! Market forces and all that.
Not to mention the $1.80 per post thing....
Once again, sorry about that.
R |
R2s
| | Posted on Tuesday, February 24, 2009 - 12:49 am: |
|
So we are talking about a few hours for somebody to crunch a few numbers. In the long run after the first batch or so are sold recouping that cost it still boils down to the cost of materials and the amount of labor to fabricate.
Sorry to me It still seems a little high. Even taking into account the fact that it is a little more than a slip on, having a short run to the head pipe it still clamps onto the head pipe. Its at least $300.00 more than the rest. |
Carbonbigfoot
| | Posted on Tuesday, February 24, 2009 - 01:08 am: |
|
That's the great thing about free markets... If you see an opportunity, Rock On with your bad self.
Let me know how that turns out for you...
When you build a couple thousand units and have a product with a reputation, I might even buy one from you.
R |
D_adams
| | Posted on Tuesday, February 24, 2009 - 01:36 am: |
|
I'll probably build one for myself somewhere along the line, but I doubt I'd ever sell one. Small parts are one thing, but an exhaust system, nah. |
Blake
| | Posted on Wednesday, February 25, 2009 - 09:42 am: |
|
That formula is likely for a straight pipe and would yield a very narrow/peaky powerband.
Maybe someone can find a formula for an entire exhaust system including muffler that will provide a nice flat torque curve? Follow that up with verification via dyno results and actual use by multiple people confirming that it works extremely well, and we've got a winner, you know, like the folks at Drummer? 
I think it's uncool to poo-poo someone's well-proven reputation and sincere efforts, especially in their own thread seeking feedback. So let's please avoid that in the future.
One thing I know, if you get a muffler from Drummer, they stand behind it 100%, and it performs as advertised. |
|
