dupersunc
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Posts posted by dupersunc
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I think Ray's always used Saunders for boring and grinding work.
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9 hours ago, Busaboy09 said:
Have ordered a 16 tooth, the rev drop with 17 might be too much, not interested in top speed, mainly to drop the 4000rpm at 100kph down.
Buy a Harley.
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Why would you fit a 17t front sprocket?
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9 hours ago, gsxr1385 said:
I do understand engineering and physics, unlike you that only understands how to google a subject and then spews out the results in a jargon laced diatribe that is not even applicable to the issue being discussed.
It is not my job to educate you, but I will make a few points. First comparing the situation under discussion to the operation of a two-stroke engine (the pressurized flow of fuel intake and exhaust through the cylinder ports in a closed combustion chamber) is baffling because it doesn’t apply at all. I’ll leave it at that.
Even more baffling is you bringing up the subject of compressibility of gases and liquids and their resultant fluid flow characteristics. We aren’t comparing gas vs liquid flow; we are comparing the flow of an oil/air mixture via two different paths. Bizzare. The principle here is the path of least resistance - pushing a gas, gas/liquid mixture, or a liquid through an orifice will result in a pressure drop and impede flow. And the higher the velocity of that mixture, the greater the resistance to flow (velocities greatly increase through your notch pathway vs the reservoir path). You do not understand fluid dynamics, Bernoulli's principles, etc. so stop pretending you do.
Let me see if I can put this in more easily visualized terms - you are arguing that it is easier to push a 335 cc oil/air mixture (of a downward moving big bore piston) through an orifice (or two series notches of about 6-10 cc) into a 335 cc cavity, than it is to dump it into a large reservoir (say about 5000-6000cc) which is at a lower pressure (vented to atmospheric pressure or even lower from which that volume can be displaced out of the engine). And you are similarly saying that the simultaneous upward piston movements will draw through those two notches before it will draw from that large reservoir that is at a lower pressure. That reservoir also undulates with 2 more +/- piston movements that all 4 equate to zero volume changes at any crankshaft position. If fact, I'd be surprised if there is any flow through those notches' vs the crankcase path. So, who is rewriting the laws of physics?? If you understood those laws, you would recognize it is you. But you don’t.
When you get a master’s degree in mechanical engineering, a minor in physics, 40 years of experience in applying your efforts to effect solutions that actually work, then we can have an intelligent discussion. Until then, or if you can provide data and testing protocols from a controlled test that prove your point, we have nothing further to discuss.
The notches in the bottom of the liner and other crank case work increase flow.
The notches allow a path of less resistance.
The notches are not creating an extra orifice, they are opening up, increasing the size of a path that is already there.
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I may give them another try @Dezza
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4 minutes ago, Jdeac said:
Way above my knowledge!!
@dupersuncis that why you can get a knife edged crank???
Yes, in simple terms.
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Harris didn't have a lot on mine either HPF1 5x.
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51 minutes ago, gsxr1385 said:
I appreciate that explanation. I am not trying to be contrary, but the volume of air in the crankcase is not changing at all by the travels of piston 1 and 2, regardless of those windows. No new displacement is being added or taken away with those windows, and the argument of shorter path (and time) for crankcase volume to be moved via those windows vs. drawn from lower (perhaps 1 inch?) in the crankcase just doesn't account for lower or higher crankcase pressure.
That doesn't even take into account the crankcase is vented to either atmospheric pressure or into the airbox (less than atmospheric pressure). If the crankcase vent isn't large enough to reduce crankcase pressure, it would be more effective to reduce crankcase pressure in other ways. Engine temperatures are also a major contributor to increase in crankcase pressure.
I wouldn't bother to cut those windows
The volume isn't changed but you do have displacement and flow. As it's actually an oil air mist, it's quite dense, so takes even more energy to move it the air volume around the crankcase. The energy required is squared as the speed of the piston doubles, so at 10,000rpm you are using a lot of energy to move the mist around the crank case, that energy is turned into heat, which causes more power loss. Shorten the path via windows in the liners, or by smoothing the edges of the webs in the crank to improve flow for the displaced air/oil mist reduces the energy it takes to do so.
all well proven physics. It's why race engines run dry sumps with a depression in the crank case and have huge amounts of detail work on the inside of the cases. Ducati even run vacuum pumps on wet sump engines.
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92 are 310mmiirc 86 are around 280mm it's a big difference.
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92 discs are larger diameter than 86 discs. You must have some sort of caliper adaptor for that combination to fit. Any pictures.
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Owslebury crankshaft services in Winchester are my go to.
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2 hours ago, BikeJake said:
Anyone know, standard liners?
Surely paper thin by then lol..
12.5—1 Cr maybe too much on pump gas or are these racing only?
Can't find anyone selling who will pick up the phone.
Like the extra torque but at no extra practical cost if poss...
Cheers lads
You need an after market block and liners to run that big. A lot of stuff you see for these engines from the states is designed for drag racing, so 20miles is 3 seasons racing.
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Definetly worth doing.
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1127 gsxr motor is better all day long. The M has the double row bear out put shaft I believe.
Gsxr motors are better made, lots of detail differences to make the internals lighter and stronger. Gearboxes seam far more robust on the gsxr motors.
I'd always start with a gsxr motor personally, given a choice.
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The linkage between the 2 bikes is quite different. There are a few ways to make it work, but require a bit of engineering.
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35 minutes ago, BikeJake said:
I gotta be honest.... I am really missing my Superbike..... The holy sh&t thafs rapid factor is..... missing... What I do enjoy... The smell of fuel, and exhaust, raw mechanical visceral sensation reminds me of my GSs my Zs etc. From the 80s.....
I am stuck now.... Do I spent three grand in search of 150 bhp... Or just get another bike.
There's some well priced stuff appearing for sale again now, seen a few sub £2k il4 1000cc bike in the last few weeks. I love my oil boilers, I've got 2 that 150+bhp, and 2 130+bhp plus 2 Italian vtwins.
But if you want go fast with no hassle, a 2005> on zx10r (paid £2500 for mine 18months ago) Gsxr1000, R1. CBR1000rr can't be beat.
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Just now, Dezza said:
Lose on pub braggin rights too: Q: what have you done to your bike? A: (fancy modern bike) - "it has a loud can and has been flashed." A: 30 year old OSS machine - "sit down, this is going to take some time."
To be fair my mates v4r is firmly in the sit down this will take some time category....the cost is in the is there a paramedic on stand by category. Lovely thing though.
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17 minutes ago, yantosh said:
how much of the 200bhp of a modern 200bhp bike does the computer ever let you use anway ?
All of it. Not in the first 2 gears granted, but once you are upright and pinned it's all there if you want it.
A mate has a v4r track bike with extras that's making a real 235bhp. It's fucking mental makes everything else look like it's going backwards on the straights. Still only 0.2 quicker than my 130bhp slabby round Jerez though.
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12 hours ago, bluedog59 said:
All I can say to that is, from my experience working at a race school, they were very good. I gather from your comment that some places sadly may not have the same standards. On the other hand, following somebody who actually knows their way round can't be a bad thing.
Yean, my comment was a little unfair, but most at the big operators are free for a reason.
Then again I've a couple of mates who intruct at classic bike track days, who are both great instructors but they can't instruct everyone on the day, and boy do you see some interesting riding on those days.
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1 hour ago, bluedog59 said:
That's a fair point. The speed ( or lack of ) is not the actual problem, it's when they are erratic and unpredictable that they become a danger to themselves and others. There are instructors available at trackdays and there is no shame whatsoever in getting one of them to show you round for a few laps.
You ever used one of the free "instructors"
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They're all having fun so who cares how fast they are.
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Yep. 1127 and 1157 same.
1052 and all 750 same.
600. Who cares.
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They aren't as refined as a modern il4 1000cc motor but have a flatter torque curve. 150rwhp will be an event on a bandit, fast and visceral, induction noise without an airbox makes everything feel more violent than 170bhp of modern motorcycle.
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29 minutes ago, coombehouse said:
It looks like there might be a few similar marks on the other side of the piston too. There are corresponding marks on the head. Hard to see clearly on a phone. I have seen similar when a spark plug fell apart but the damage was much more jagged.
Good spot. The marks on the inlet side do look more like FOD.
Bought a 750 W for parts, now I’m thinking about keeping it.
in Water Cooled, V-Twins, Singles and 2-strokes
Posted
All the WP-WS bikes have basically the same rear linkage and swing arm geometry as the Slingshots, that's mot to say it all swaps directly between bikes as spindle and bolt size vary. But SRAD on swingarms will have the same issue on WP-WS as slingshots when it comes to the linkage and shock mount.
Engine wise. 750 and 1100 engines swap between the frame no problem. The later WR-WS bike had a top brace to the cylinder head on both 1100 and 750s. Late engines fit the earlier frames, just don't run the top brace. The late frames were thinner and lighter, hence the brace, so an earlier engine without the mounting boss on the head may not be a good idea.
The 750 head on the RF900 motor is a cheap quick up grade. though the RF is only 5speed. Used to be able to get big bore kits to take the 750 out to 903cc, which was a real sleeper back in the day. Probably makes more sense than an rf900 swap.