| Author | Message | ||
     Easyrider |
finally we start building, follow this topic: http://www.twinmotorcycles.nl/artikelen.asp?cid=6& aid=184 | ||
| Dannybuell |
Nice, very nice. | ||
| Velocity |
Dris, what a commitment to the buell community... Thanks! Scott | ||
| Avalaugh |
Ive been waiting for this since it was first mentioned, any idea's on pricing yet ?? Will certainly turn alot of heads in the racing world  | ||
| Littlebutquick |
looking good cannot wait for the extra HP for next year   | ||
| Andros |
So cool! How much? | ||
| Georgehitch17 |
So is this 180rwhp or Are we talking crank horsepower? | ||
| Juniorkirk |
180 crank is still a BIG improvement and i would be willing to buy it, but if it is 180rwhp, i would kill for that kit | ||
| D_adams |
145 hp rear wheel is between 165-170 crank hp, just depends on what percentage you use. Figure 15% for the driveline loss, so 180 crank hp is 153 hp at the wheel. Sounds about right. If it's 180 at the wheel, then they're making more than Erik Buell Racing does with a full on $40,000 race bike. | ||
| Jdugger |
The 1125RR with pistons, valves and other replacement engine internals was 170ish RWHP. You CAN get north of 150 RWHP with the right exhaust, map and fuel with a DSB-Spec 1125r motor. This is a STOCK motor that has decked heads and the timing set to nominal. Unless the motor is a grenade, the 180HP spec is at the crank. | ||
| Fugitive81 |
why the stock bore whats up with that? | ||
| Jdugger |
> why the stock bore whats up with that? In my case, it is because my bike is explicitly legal in the SSB and SBB race classes in the CMRA, and wouldn't be if i changed the displacement. The DSB-Spec 1125r is legal as a "superstock build" since only the compression is changed. Superstock B is the most contested class in the CMRA, and it's a GIANT HOOT to race in. | ||
| Fugitive81 |
ah i see that makes sense sounds fun | ||
| Easyrider |
We already achieved 152 RWHP with only the Erik Buell Racing DRAG RACE exhaust, ECM, Intake stacks and K&N filter on a stock engine. Why we say 180+ is we have not yet dynoed the bike, we have a vague feeling, but we only like to talk about stuff we have measured on our dyno. Be patience later more news. Making HP is not the problem, Making reliable HP and payable is. | ||
| Sl33py |
I'm in Rotterdam for work and hoping to make it to Easy's shop. Might even be able to see the magic happen! Very cool - keep up the good work!!! | ||
| D_adams |
Knew I'd seen something similar to yours about 6-8 months ago. G/L with the build.  (Message edited by d_adams on October 26, 2011) | ||
| Reepicheep |
That's some expensive looking jewelry! Sure is pretty though.... | ||
| Boogiman1981 |
no doubt expensive i bet they wont leave you hangin though. | ||
| D_adams |
Just guessing here, but those pistons & rods should net 15+ hp on an otherwise stock 1125. | ||
| Boogiman1981 |
no kidding....? | ||
| D_adams |
Well, like I said, I'm just guessing. Starting point of 146 hp at the crank, or 124 at the wheel. Add 15+ hp to that, sure. Now you're at 138+ hp at the wheel, then add a pipe + fuel. 150+ hp at the wheel isn't out of the question at all. I don't recall where I heard this, but I think the limitation on the stock headers is 150 hp or so, mainly based on flow/volume. Comparing the 146 crank/124 wheel hp would set it at 175 hp crank/150 wheel hp if it's the same percentage. It's not out of the question. 180 at the wheel, Dris, I wish you lots of luck, but I don't see it happening and not cooking the motor in the process. I don't think the 1125 cooling system will handle that much hp for an extended period of time. 1/4 mile at a time, sure, but anything else, I doubt it. | ||
| Jdugger |
> I don't think the 1125 cooling system Agreed. Above 150RWHP on these bikes you start to hit a lot of concerns. More than just basic parts need to be swapped. I have an 1125R-DSB documented above 150 RWHP on two different Dynos. It's not practical for the street, but quite suitable for road racing. | ||
| Avc8130 |
"The only thing that needs to be done by the customer is new Berillium (Beryllium) valve seats. People can send us the heads to do the work, and the valves or buy new." No issues working with Beryllium over there? Around these parts getting someone in a machine shop to touch it is like asking Superman to touch kryptonite. Due to toxicity (especially with inhalation of dust from machining) everything must be done under water or some other control. I understand choosing it for valve seats, as it is strong as anything and will stand up nicely to the titanium. Might be tough for customers to work with in the states though. ac | ||
| Jdugger |
It might not be a true BeCu alloy, and something more along the lines of Moldstar-90. http://www.performancealloys.net/newproducts.html | ||
| Dmfb88 |
A friend of mine wants to take my radiators this winter to see if he can beef them up a little with a slightly larger core more fins and a directional plate, which forces the collant to flow through the radiator better. Not sure about the plate thing but I am curious to see what he can do with everything else. He welds high performance radiators for corvettes and said he wants to tinker with something else. Might help with cooling will see. | ||
| Boogiman1981 |
sweet on the rads research i'd love something more effective | ||
| Jdugger |
Yea, let us know what you find on the rads. Something a little better would be good. The OEM kit is on the "barely sufficient" side of things, and can't keep sometimes in the hottest parts of summer. | ||
| Puzzled |
Knew I'd seen something similar to yours about 6-8 months ago. G/L with the build. Hey I have seen those parts before}....... | ||
| Easyrider |
Puzzled, Just to be clear, these are not our parts, we have our own accounts at the manufacturers and do NOT license from anybody. We have seen the shaker pistons brake (-: |
