| Author | Message | ||
     Vonsliek |
sorry if wrong place for this post. season near end here & can't afford i-4 at this point & as so into xb $$$$ i may as well continue w/ the devil. so, 88" kit w/ heads & all that, or same bore but less stroke to lift revs - also, once i get race license - nxt year now - will i be able to get race ecm & is that wise or shd i just use original ecm & have it mapped w/ d/l? is IMR exhaust still avail & where can i find info on it .. obviously susp. is #1 mod & i have dedicated this summer to track riding & classes & will continue next yr & others too .. so is it worth $$ into engine & chain conv. &/or just engine? i want more revs w/ over-rev & of course something closer to 150+mph on straight wld be nice .. can this be achieved w/ say the 88" kit from - is it nallins? pls. email me/msg me so noses get out of joint .. i am serious & am looking for intel so as to make decision as to hit thunderclasses or sell/trade for sv650 racebike. thanks in advance, paul. | ||
| Slaughter |
Not inappropriate in my eyes - but a good topic! Is 88 inch motor (1442 cc) legal for your intended classes? Most clubs have limits of 1200. Moto ST might be different in the coming season (rules now posted, I still need to read them, too) I actually love the XB-9 punched out to 3 13/16 (1169cc) - quick revving and with lightened/balanced bottom end/pistons/rods, it's a quick-revving motor. Prolly a better way to go than de-stroking a 12. | ||
| Diablobrian |
Direct Link is a more user friendly interface than the Kimball software IMO. I'd say go with a Direct Link re-tune of your ECM. As Slaughter said, for racing you really need to direct your efforts according to the rules of the classes you intend to race in. What is the displacement of the short stroke big bore? Also be aware of the side loading of the pistons. The mass of the piston/rod assembly, and side loads are what limit the rpms. Also be aware that increasing redline decreases the motor's life span. Bottom line, get the rule book of the association you intend to race with, and find out about any impending class rule changes. This will give you a starting point. If you were in the US running in CCS we could help you a lot more than we can for Canadian racing associations because we have a larger pool of experience in CCS rules as they apply to Buells. | ||
| Josh52 |
longer stroke more tourqe | ||
| Tq_freak |
longer stroke more tourqe Like a tractor with two wheels!  | ||
| Vonsliek |
chkd rules for 2006 for canadian thunder class. unltd disp. can be oem or aftermarket increase parts. stock cases - can be altered (bore) original wheels final drive alteration allowed no ram air change triples ok change internal susp. components in forks only rear shock linkage & shock can be modded or replaced 3.8:1 weight to power - hence can have 121 rwhp at 460#wet (which is abt stock) .. & 135 rwhp for 513# wet (which wld allow for fairings, lockwiring, additional crash protection, etc) this seems doable using certain kits available (revolution) for US$4200+ my concern is techlusion ecm & all that jazz - is it worth getting, or can i just get the big bore kit (90"), heads, cams, bore throttle body .. the techlusion stuff is in their $4200 kit. shd i go overcore on build (big bore kit)or play safe (bore & heads, but no ecm, no throttle body bore, no cams, etc)?? bike will become track only bike - so torque & streetability are no longer of interest if i do this. i will upgrade susp. what kind of life can i hope for for a 90" race bike?? also, i can use this bike for novice racing too .. as thats the level i am at. thanks guys, paul. | ||
| Diablobrian |
For the novice classes I'd get the best suspension I could afford, and leave engine mods to a minimum to keep the reliability higher. The 120+ hp motors will need top end freshening after 4-6 race weekends usually. You don't need the HP as much as you need handling in the novice classes especially. You will learn how to ride better if you don't have the hp to use as a "crutch" on the straights. Some of the guys on 250 2 strokes will embarrass you on a bike with less hp because they are so smooth and carry their speed through the corners. I'd wait on the engine mods until I was ready to go to the expert class. We did exactly this method and took one CCS regional first and 2 3rds on a stock motor XB12R. Having a stone reliable motor that you don't have to worry about can be a good thing it allows you to concentrate on your lines and your form. If you are going to do the motor mods be aware that light-weight racing classes are usually limited to 1250cc or so. As an AM you want to maximize your track time by entering all the classes you can, LWSS, LWSB, LWGP, GTlights, Supertwins, thunderbike etc. You'll spend more than you expect to on tires, even though the Buells are fairly easy on them compared to the IL4 bikes. Think about getting a spare set of wheels to make tire swaps easier, and you'll also need a set of tire warmers and race stands. But you know most of this  | ||
| Vonsliek |
appreciate the opinion re: engine mods .. i was trying to limit how many *kits* i wind up buying. maybe the 1250cc kit is the way? its abt 120hp anyways, right?! spare wheels are a MUST, i know. tires - yep know that too, have some 20mile take offs (dragon super pro) - 2 sets. did u chain convert yr novice bike? reliable motor sounds good for me - as i'll be doing the whole gig. appreciate the intel r: as many races as can enter .. i guess its time i got a plan & really researched my position. wondering if a canadian license can race in usa - pacific/midwest regions??!! have rear stand .. need to get steering stem stand, as i don't like fok stand on buell .. buell has eccentric fork lengths, no?! i have a fork stand & it always requires facking abt to lift front. i use a scissor jack (bike hydraulic stand) for servicing front end w/ rear stand for stability. i guess bodywork & suspension shd take a couple grand$?! i was after the power for precisely the reason u stated - to get it on down the straight, as the corners are no sweat, i am always climbing over the tails of I4s .. i HATE that these chicken shit can't corner fast wannabes can whup me on the straights .. no fair .. i am all over them again in the corners, but once again . straightaway ... scccrreeeeeaaaaammmmmmmmmmm!!!!!! ah fack! BUT .. i guess perhaps real quality susp. w/ enable me to pick it up a bit more round the corners & give me a lot more confidence in the bike not tucking??!! obviously i am highly inexperienced in terms of riding & track-time & w/ only 3 more days avail this season w/ our limited track ppl, i will have to build bike & drive to southern states a couple of times to get some track time before the next season here?! serious point tho .. what pads are u running on yr brakes?? & brake fluid .. any racer specific stuff better than others?? proven?? thanks brian, paul. | ||
| Diablobrian |
For the brakes, Michael really likes the DP brake pads, but there are a lot of options available depending on how you like your brakes to feel. some have better initial bite, others have less bite and more "feel" Don't worry about race brake fluids. Use the stock stuff, it works. change it once a year, and bleed it well. Bodywork is not a requirement. You can get a belly pan from Henry Duga if you want to go that way. He also has a snap on numberplate/headlight cover. If you need his number PM/email me. Henry is another great rescource for racing, but the XBRR program has had him pretty busy this year. Max McCallister at traxxion dynamics is a good guy to talk to about setting up your bike for you in particular. So is GMD computrac. Upgraded internals and a good penske, elka, ohlins etc rear shock will really pay dividends in cornering confidence. During a race you won't have IL4's to contend with, except the odd fzr400 that is still running in the LW classes. Corner speed, and the drive off the corner make or break racers in the classes you are looking at running. 100rwhp will have you head and shoulders up over your competition, or at least it would have before Direct Link hit the street now 120 should be a fairly reasonable number, but be aware that after about 110rwhp power and reliability are inversely proportional. The more power, the less reliable. I wish that wasn't the case, but it is. Some of the top ASRA racers get 4 "new" big bore short stroke motors a year in their bikes to keep them fresh. That's an expensive race program without sponsorship of a pretty serious nature. Remember the best way to make a small fortune racing is to start with a large fortune. | ||
| Blake |
I'd recommend a 1250 kit with cams, some head/intake/throttle work, a good racing exhaust system and the direct link or other EFI augmentation system. Then dyno-tuning, dyno-tuning, dyno-tuning, and more dyno-tuning. Before that though, I'd recommend the racing springs and Traxxion Dynamics tuning of suspension components. Maybe try to get yourself one of the Buell Racing 8-pot front brake calipers. Magnesium wheels? Please don't add 40 LBs of crap to your racebike. Your Buell racing motorcycle should weigh-in significantly less than its OEM street going weight. If not, something is horribly wrong. Big heavy muffler... gone. Headlights... gone. Tail lights... gone. Sidestand... gone. Passenger pegs and brackets... gone. Signals... gone. Mirrors... gone. Big heavy tail section and seat... gone. License plate holder... gone. Heavy street tires... gone. | ||
| Bads1 |
Twinkies,Ho Ho's,Honey Bun's,Zingers.....gone!!!! | ||
| Slaughter |
Paul, MOST race organizations accept licenses from other recognized organizations. I'd email them first too ask. Every race org I know of has a BBS that is really good about responding to that type of question - asking about elegibility is a common enough question that I'd bet you don't wait more than a day for an answer. I know Novice license doesn't always transfer (thought often does) - but expert does here in the states - WERA, CCA/ASRA, AHRMA, CMRA, WSMC and now MotoST - all accept each others. Most have fees they charge for membership though. (Message edited by slaughter on August 13, 2006) | ||
| Vonsliek |
coolio guys .. esp. re: slaughter. thanks. diablobrian has been really helpful for a while now .. i guess i cld just shut up & put up, but that wld be too easy .. ;P if i am gonna race this buell, then i want to RACE it .. not just have a hot streetbike that i can't USE on the street .. which is how it feels already .. rarely out of 2nd .. shoot! i guess all those street things must add up .. i was dreaming in my sleep - abt 30 mins ago - of a seat unit w/out padding, just painted or raw composite, as its a short circuit racebike to be .. so whats the use of foam being how much i will be *out* of the seat?! easier to slide around in too. so, the 1250cc stage 2/3 heads type kit will be the go .. only thing off the peg i can think of that alleges to give 120rwhp. race tires ARE light, aint they! :> paul. |
