SuzukiHayabusa.org
TECHNICAL => ALL MOTOR TALK => Topic started by: Steve S on January 03, 2008, 02:09:24 PM
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With the passing of 2007, it is time to get serious about one of our projects for 2008: converting my 2000 1397 Haybusa into a 1507. Bryan, Jim (CompetitionCNC) and I will be posting on the project but before the thread is started I wanted to ask board members what they would like to see incorporated into the discussion and the various progress reports that will be posted at different intervals. We will not disclose proprietary information, including certain specifications and select vendor sourcing, but we will be as forthcoming as possible and, to the extent possible, discuss everything in concept. As part of this project we will be working with Jim in designing a cylinder head for this engine which will also serve as the platform for his Stage 2 Hayabusa profile/cut. As of this writing, the engine is disassembled and we are waiting on the 5mm weld-up crankshaft.
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I'm looking forward to seeing it.
But even more so I would be interested in seeing what his Stage 1 head would do in a smaller street setup. Say a 1300-1350cc 12:1 with mild cams . Basically updating a Gen 1 Busa to near 08 specs as far as cam, compression, and see how the head performs compared to a stock Gen I and 08.
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Steve S,
One thing I have always wondered about: Does the 1507, and on up, really really need the big-valve head? I have always wondered how big, in CCs, a Busa motor needs to be - for the bigger valved head to really make significantly more HP.
Thanks for this topic, hopefully I'll learn something from your build.
Mike
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I can't wait to see the results. :thumb:
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I'm looking forward to seeing it.
But even more so I would be interested in seeing what his Stage 1 head would do in a smaller street setup. Say a 1300-1350cc 12:1 with mild cams . Basically updating a Gen 1 Busa to near 08 specs as far as cam, compression, and see how the head performs compared to a stock Gen I and 08.
They already did one kind of like that. It is a 1397.
http://www.suzukihayabusa.org/forum/index.php?topic=123218.0 (http://www.suzukihayabusa.org/forum/index.php?topic=123218.0)
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this will be good
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Steve,
you might like to share your thoughts on how you plan to trial , benchmark and evaluate the results?
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Make it last!!
Personally (and maybe this is just me), I really don't care to see a big numbers 1507 if it means it's gotta be torn down twice a season or whatever.
I've always been impressed with those talented mechanics out there that have made big numbers on some-what reliable motors that can last at least a couple of years with basic maintainance and such.
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Why did you choose a weld up rather than a forged billet?
What compression will you use?
What cam timing will you use?
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Thanks for the interest shown thus far.
1) Gazza, you asked an excellent question because we do have goals and will approach this build somewhat differently. It will be very goal driven and all of the parts and components will be selected to support this goal and work together. It will be a goal...design.....build engine. Our goal is to make 240 HP plus or minus using an oxygenated gas under STD reference conditions. And when the engine is dyno tested we will take every step to document testing conditions to avoid all of the theater and credibility issues. Other goals include cost-effectiveness and reliability for the application. The dyno will be one avaluation tool while the drag strip will be the other. With respect to the latter, we think we can see times in the 8.6 to 8.8 range on SWB depending upon track and ambient conditions. Sonny will be riding.
2) We will be using a stock valve head as we believe bore drives intake valve sizing more than displacement. When intake valve OD exceeds around 40% of the bore, it would appear shrouding becomes an issue; recent tests done by Carpenter bears this out. As a result, we may use an intake camshaft with a slightly larger lift than what would be used with oversized valves.
3) 5mm weld-up cranks seem to have proven themselves and we feel comfortable in incorporating such a crank in this engine. We have drawn upon first hand experience with 5mm billet cranks and larger weld-ups to make this decision. Cost is an issue as well.
4) While we have an idea what cams we will be using, we will not commit to a specifics until the head has been designed and flow numbers become available. LC's will follow the specific camshafts.
5) Flat top pistons will be used but until the chamber volume is determioned I cannot give you static CR.
Again, thanks for the interest.
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I'm looking forward to seeing the different stages and results. Thanks. :thumb:
I'm sure I'll have questions as it progresses.
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Well, they are finally done!!!!
The Stage 2 and 2R as well as a Stage 3 for the LSR guys. After a lot of number crunching, calcs. and simulation we have come up with what we feel is the best overall design.
We have targeted specific displacements with these designs to maintain proper velocity for the given displacement. The LSR Stage 3 isn’t for the street. It will not perform well below 4000-5000 rpm and there should be a slight torque loss compared to the stage 2 at those RPMs. It’s designed for BIG engine Busas and peak HP right where they need it most.
There are a total of 4 designs for the Busa and it will be very important to select the right head for your application.
We will be posting some details shortly.
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Excellent, can't wait to see the graphs. Be ncie to see what sort of peak figures a 1507 can make with some top headwork.
Will the dyno charts be engine or chassis?
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Well, they are finally done!!!!
The Stage 2 and 2R as well as a Stage 3 for the LSR guys. After a lot of number crunching, calcs. and simulation we have come up with what we feel is the best overall design.
We have targeted specific displacements with these designs to maintain proper velocity for the given displacement. The LSR Stage 3 isn’t for the street. It will not perform well below 4000-5000 rpm and there should be a slight torque loss compared to the stage 2 at those RPMs. It’s designed for BIG engine Busas and peak HP right where they need it most.
There are a total of 4 designs for the Busa and it will be very important to select the right head for your application.
We will be posting some details shortly.
Excellent! Can wait to see the results. :thumb:
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These may be a stupid questions, but bare with me. Just curious about the testing proceedures.
Will you be testing your head against another tuner's head on the same bike using the dyno?
Will you be testing your different stage heads using the same bike on the dyno?
Will you be testing the above mentioned in the 1/4 mile?
How will you be sure peformance gains/losses are not effected by variables like air temp/pressure , humidity, wind speed/direction, and of course.... rider performance. How will you know if any gains are due to the headwork or simply "a good day/run"?
Will you have a datalogger on this bike to determine the speed vs time in each gear from one head to another? If so, will all 6 gears be road tested?
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These may be a stupid questions, but bare with me. Just curious about the testing proceedures.
Will you be testing your head against another tuner's head on the same bike using the dyno?
Will you be testing your different stage heads using the same bike on the dyno?
Will you be testing the above mentioned in the 1/4 mile?
How will you be sure peformance gains/losses are not effected by variables like air temp/pressure , humidity, wind speed/direction, and of course.... rider performance. How will you know if any gains are due to the headwork or simply "a good day/run"?
Will you have a datalogger on this bike to determine the speed vs time in each gear from one head to another? If so, will all 6 gears be road tested?
Don't start any crap here...
MM
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Don't start any crap here...
MM
Not starting crap, just inquiring about their testing proceedures. I think it's not only relevant to the topic, but also very important to make sure test results were not skewed by multiple variables. Who knows, the variable being tested may actually WORK and the peformance gains may not be seen due to another conflicting variable in the equation.
It's all part of the "Scientific Method". (google it)
It's for EVERYONE'S benefit.... especially for the actual testers who are spending the time/money for accurate test results.
Thanks. :thumb:
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This will be interesting,most interesting part will be the rebuild life of the project...
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I thought they were reasonable inquirys... cant hurt to ask questions :thumb:
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Steves been busy, he just got back. Give him a few days... I'll let him know theres questions on here....
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Hey Jim it's good to be back. As to testing protocols, they have not been established but they will not be as rigorous as what Merck must follow to secure FDA approval for a new drug. It would be fun and informative to follow a really rigorous regime but the economics of this business simply do not permit such an expenditure of resources; few, if any, of our customers are interested in underwriting such an effort. The crank is still out but we just took delivery on the head from Jim's shop. :D
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Here is one pic of the CompetitionCNC ST2 Hayabusa head; others will follow. Compared to the ST1, this head has a slightly larger flange area and a proportionally larger window/choke area which was sized to keep estimated maximum port speeds the same as those in the ST1 on smaller engines such as 1397's.
(http://i180.photobucket.com/albums/x161/belloswede/CompetitionCNCStg2005.jpg)
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Looks awesome, thanks for posting.
Do we get to see anymore?
When its run will you be trying it on regular pump gas for those of us who don't use race/oxy fuel to see what it does?
What spec cams?
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More pics will follow.............any particular shots/perspectives that you would like to see?
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Hey Jim it's good to be back. As to testing protocols, they have not been established but they will not be as rigorous as what Merck must follow to secure FDA approval for a new drug. It would be fun and informative to follow a really rigorous regime but the economics of this business simply do not permit such an expenditure of resources; few, if any, of our customers are interested in underwriting such an effort. The crank is still out but we just took delivery on the head from Jim's shop. :D
So basically, you're testing the performance of the entire BIKE, not just the head, correct?
If this is the case, your best means of peformance comparison will probably be the 2 top 1507cc Busa's out there.
Sal's of Ace Performance and DaveO @ Lee's.
220+mph in the standing mile seems to be the benchmark.
Good luck and keep us all posted. :thumb:
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2 top 1507's at maxton maybe.... Theres a buttload of them at dragstrips everywhere .
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So basically, you're testing the performance of the entire BIKE, not just the head, correct?
If this is the case, your best means of peformance comparison will probably be the 2 top 1507cc Busa's out there.
Sal's of Ace Performance and DaveO @ Lee's.
220+mph in the standing mile seems to be the benchmark.
Good luck and keep us all posted. :thumb:
Phantom, that is an interesting thought and one we have tossed around the shop. Our leaning, though, is towards the drag strip and the engine that is being assembled is purpose built; were we to design an engine for Maxton or any other venue for LSR, I know the head would change and incorporate slightly larger ports and we would probably reevaluate camshaft selection and timing. We would probably change the throttle bodies as well. But never say never, although Dave O is a very good friend for whom we have nothing but respect. More pics of the head:
(http://i180.photobucket.com/albums/x161/belloswede/CompetitionCNCStg2014.jpg)
(http://i180.photobucket.com/albums/x161/belloswede/CompetitionCNCStg2012.jpg)
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nice job...by looking at the pictures i noticed the use of stock valve guides...if you haven't pushed them in,it means that your selection in lift is somehow limited to 0.385 or a tad more...keeping in mind that this will be a big motor that needs to breath a lot,somebody will be playing serious games with duration in dependence with the lower crank/rod ratio numbers...considering that the piston will be taking its time up top...interesting...
keep us posted... :thumb:
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nice job...by looking at the pictures i noticed the use of stock valve guides...if you haven't pushed them in,it means that your selection in lift is somehow limited to 0.385 or a tad more...keeping in mind that this will be a big motor that needs to breath a lot,somebody will be playing serious games with duration in dependence with the lower crank/rod ratio numbers...considering that the piston will be taking its time up top...interesting...
keep us posted... :thumb:
Actually we did move the guides down to acomadate the cams selected.
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nice job...by looking at the pictures i noticed the use of stock valve guides...if you haven't pushed them in,it means that your selection in lift is somehow limited to 0.385 or a tad more...keeping in mind that this will be a big motor that needs to breath a lot,somebody will be playing serious games with duration in dependence with the lower crank/rod ratio numbers...considering that the piston will be taking its time up top...interesting...
keep us posted... :thumb:
Actually we did move the guides down to acomadate the cams selected.
so,i wasted a couple of million brain sells for nothing... :P
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so,i wasted a couple of million brain sells for nothing... :P
:) na thinking is never a waste....
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Last week we received the cases which had been sent to Rick Stetson at Harry's Machine Shop to be align honed.....alignment of the crankshaft bore.... and have certain oiling modifications performed. Now all we need is the friggin crank.
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Any news or developments? Its been so long i've been wondering if the first gen of stage 2 has maybe not worked and gone back to the drawing board :wink:
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ET....(.I believe Tim as well.)..........a much larger order of billet cranks were placed in front of our order and we now expect to receive the crank on Friday. But Bryan, wrench spinner extraordinaire, is heading to Valdosta, Ga for the first Prostar race to lend support to a couple of our bikes. That said, we should have some numbers in about three weeks. And whatever the outcome, we will go out of our way to post objective results with all relevant test conditions. BTW, I chuckled when I read yoiur post. :D
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BTW, I chuckled when I read yoiur post. :D
Ha, me too. Its the kind of thing i hear all the time. Like i only do one engine a year ....... and development is always a huge earner ........
Those inlet ports look like some factory kwacka ones i saw, not like suzuki anymore.
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Steve S - what bikes will you have at Prostar?
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Gnd, they are customer bikes. Jeff Shively in Top Gas, P. Cooper in Super Sport and a third that I cannot say anything about at this writing.
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Cool. Just wanted to see who to look for...
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I heard that too. I hate rumours, mostly BS. So how's it going guys? Intrigued to hear.
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As it turns out, we are building two 1507's............one for a customer and one for me. Testing on the customer bike is pretty much done and the dyno results are linked below.
The first and lower pull was done with an exhaust cam and lobe centers that we had reservations about but did not want to over scavenge the cylinder with a bigger camshaft. The results from the first combination are OK but clearly below what we feel the potential of a 1507 might be.
There were several indications that there were bottlenecks on the exhaust side and that we were incurring pumping losses and losing VE. In the course of one day Bryan dropped the engine, reshimmed the head and installed a larger exhaust cam with a different centerline.
As can be seen, the results of this change is dramatic.............now making almost 240 HP. This is with a stock valve head, flat top pistons, sidewinder, MRX01 and 30 psi in the rear tire.
How do we evaluate this? Computer simulation models suggest 240 to 241. A couple of informed members have suggested 230 to 240 to be the capacity of a 1507. One member reported getting 238 from a 1507 built by a prominent engine builder.
Ina Dragbike.Com article Lee Shierts got 242.5 out of a big valve 1507 but we know his dyno reads differently than ours based upon results with almost stock bikes.
Probably the best measure, though, is comparing this 1507 with our very proven 1397's. We typically get 220 out of a 1397 and this works out to 157.5 HP per liter; using similar math with a 1507 that puts out 239, it works out to 158.6 per liter.
Thus, we are very satisfied with the combination and want to extend Jim of Competition CNC a special thanks for his assistance in designing and developing this package. We will post the results for my bike as they become available.
(http://i180.photobucket.com/albums/x161/belloswede/scan0002.jpg)
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Awesome results, thanks for posting.
Did you get around to testing it on pump fuel? I have no frame of reference with race fuel or any idea what mrox is worth.
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Typically MRX01 is worth 5-7 over pump gas.
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Great, thanks.
The midrange is good compared to many of the other graphs i've seen posted on the net and still makes the peak as well so job well done. :thumb:
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If am correct U took a one battery starting 1397cc with shelf pistons two base gaskets spaz racing head small cams 385"/345" and it made 224hp went to a 1507cc with a 5mm crank, special two ring pistons comp.cnc ported head big cams 425"/395" and it pick up 15hp.
Hummm..... Interesting. :sprz:
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If am correct U took a one battery starting 1397cc with shelf pistons two base gaskets spaz racing head small cams 385"/345" and it made 224hp went to a 1507cc with a 5mm crank, special two ring pistons comp.cnc ported head big cams 425"/395" and it pick up 15hp.
Hummm..... Interesting. :sprz:
But what was the average torque of the 1397? Was it "peaky", the 1507 looks like it builds good torque early and holds it for a long time. That kind of performance has got to make it easy to stay in the meat of the power range.
Mark
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If am correct U took a one battery starting 1397cc with shelf pistons two base gaskets spaz racing head small cams 385"/345" and it made 224hp went to a 1507cc with a 5mm crank, special two ring pistons comp.cnc ported head big cams 425"/395" and it pick up 15hp.
Hummm..... Interesting. :sprz:
That particular engine never made more than 220 HP on our dyno...........but did make more on another dyno in Coloumbus. The 1397 that made 229 HP is one-off engine which incorporated a number of proprietary parts and was built with racing clearances and was never designed to be a daily rider. As to the 1507 we just built, it should be comapred to our 220 HP 1397 package.
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Hartley, who built your 1397 and what did it make when you tested the engine with Brock in Dayton? We can secure access to your run files.
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Hartley, the point that you are missing is that we represent our 1397's as making 220 HP; the chart you are referring is of a unique 1397 that in all honesty we are having difficulty replicating. And the chart was posted in the context of a discussion about small ports.
Ask Jim, ET, Lee, Kevin or Bob if they have ever built a "freak" that is difficult to reproduce. Most will answer yes and this is why "ranges" are frequently used, particularly for the more complicated packages.
And that is why when we posted the results of Jim's Stage 1 Hayabusa head, we compared the results to more typical 1397's.
Thus, the 1507 must be compared our more typical 1397's; you are failing to understand this distinction or you are trying to discredit the incremental gain of our 1507 package. With this, you will hopefully understand.
If you want us to dyno your bike free of charge, call Bryan. Tuning would be extra.
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A "good" 1507 will make around 240hp/132 ft lbs of torque... My Maxton bike makes low 240's on MRX01 with med cams/compression....it is designed for AVERAGE power...not just peak....
A good 1397 will make around 220hp/120ft/lbs....I have built/tuned several that made more than 220 on MR9....unfortunately most did not live long for LSR stuff...
I have tuned 1390's with everyones heads...including Spaz's(which did well...), and most average 215-218....The only one I have seen break 230 was one done by Dustin/Eric/Matt years ago for Shane from Tx.....that didnt live too long I think....
Peak power is just that...and really useless for most drag racers......IMO....
I have seen 1507's around 250...grudge stuff for 1/4 only....
Bottom Steve/Spaz/Bhartley is ALL your stuff seems to be what I consider GOOD results.....
The torque from the larger motor is the key IMO.....
Dave
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As should be expected, an informative post from Dave that nicely frames the discussion. :thumb:
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I was not trying to be an ass. i just get tired of all the inflated dyno numbers on the net. i noticed you new post and remembered your 1397 post and was just asking why not much difference. i have been following your posts to get sum kind of idea what these big motors will make power wise. i was even thinking aout doing one. i dont want to spend 2 or 3 grand for 15 more horse. then brian gets mad and talks about my motor. i never said anything bad about your motors or bikes. i think you guys do good stuff and you have a great rider. i was just posting what i saw you guys post about your motors. let me give you sum background on my motor . it made 216 hp on your dyno. so if u say 220 is he normal then thats not to bad for mine. i built it to ride everyday in any heat. its never been to the halfway mark on temp gauge and runs on 89 pump gas all the time. i put 10000 miles on it in 2 summers. i took it apart to freshen it up and it still looked new so i did not change the combo. it has been a great street bike that gets riden everywhere. so 216 hp for 3 years without a single problem is fine with me. i bet it makes more then 216 now that it has new injecters in it.i wasnt knocking your stuff just posted what i saw.
I wasn't mad. I just want to compare averages not, the best we have ever seen, that we are having trouble duplicating 1397, vs a good 1507. Your bike is on par with a good 1397. If you compare it to this 1507, we picked up around 20 - 25 hp and 14 more ft/lbs of torque. Not a bad gain and I don't think it would cost 2 grand if you did it your self. We have two others we are building with different components to see what the results are. All three of these bikes have different uses in mind. Stay tuned for honest results. We will never exagerate dyno numbers. I would be happy to send the run files to anyone. This is only the first of tests. The street and track are other proving grounds.
Sorry for the misunderstanding.
Bryan
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No problem
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If you guys want you can still edit your own posts and remove offending info. These posts are not old and not everyone has seen it yet.
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all removed. im done.
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In the grand scheme of things it doesn't matter who's motor it is. Quantum Motorsports will continue to do R&D and build the best engines we know how to. Sonny will continue to prove them....
I think as far as peak numbers we all can agree that a good 1397 makes 215-220 hp. This particular 1507 makes 239 peak hp. This thread was not started to be pissing match. It was created to inform people about 1507's. An engine package I don't see advertised very much and is the next logical step for someone with a 1397.( Assuming they are wanting to stay naturally asperated.)
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In the grand scheme of things it doesn't matter who's motor it is. Quantum Motorsports will continue to do R&D and build the best engines we know how to. Sonny will continue to prove them....
I think as far as peak numbers we all can agree that a good 1397 makes 215-220 hp. This particular 1507 makes 239 peak hp. This thread was not started to be pissing match. It was created to inform people about 1507's. An engine package I don't see advertised very much and is the next logical step for someone with a 1397.( Assuming they are wanting to stay naturally asperated.)
well said. again sorry for the misunderstanding.
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(http://i180.photobucket.com/albums/x161/belloswede/scan0002.jpg)
Nice, flat build to peak. That autta make for nice shift recovery power on the track Steve.
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This thing is gonna fly...swb, the numbers could get silly :lol:
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We shoud have some shake down numbers this weekend. It will be interesting to see if Sonny can control the power in SWB form.
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Just curious where you all sent the crank off to, if it's not too top secret.
Have you all recieved it yet? If it's nice and Shiney, and you do not mind show us a pick of the weld area.
Thanks
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:D
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We are in the middle of building my engine and the modified crank is resting in reworked cases that have, among other things, been align honed.
We are expecting delivery of another 5mm in two weeks or thereabouts and when we receive it I will be more than happy to post pics.
Our sources of supply are not top secret.............we simply choose not to discuss suppliers. :D In some cases suppliers do not want to be indentified out of fear they will be bombarded by phone calls from retail traffic with whom they typically do not deal with.
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No worries mate. Bombarded by cranks, thats too funny.
If its a Marine Crank weld up no need to post pics, cause them
things look like they have never been touched!
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i built a 1610cc last year, with weld up falicon crank, carrillo rods, big in/ex valves head by kws, web cams,. 110 lobe centers,... power was limited until we installed larger injectors, engine makes about 250 hp, runs low 5's in 1/8 still going strong,... thanks kevin at kws
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Great information on the 1507.
Any development or information on a 1510 (1464 + 2 mil 08 crank)? Just wondering what that combo would look like.
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Any development or information on a 1510 (1464 + 2 mil 08 crank)? Just wondering what that combo would look like.
Im building one as we speak.... Waiting on roller cam chain kits to come off back order again... :?
Its going in MY streetbike so it wont be squeezed real tight because I want to ride it daily but it should be a fun torquey motor .
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Are you going with large cams? I am thinking about Mega 410/385, street bike.
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Sounds fun Bill. Ras, at least go with the .415 which offers both a little more lift and duration. Strokers tend to like duration.
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Im just going to say yup :wink:
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Heard that 1507 was tuned by quantum motorsports. I know it has only been 9.teens at 156 mph with the owner on it at two different tracks.wtf :cry:
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We shoud have some shake down numbers this weekend. It will be interesting to see if Sonny can control the power in SWB form.
Have you guys had a chance to run that beast with an arm on it yet?
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Hey guys just an update. The bike is brutally fast. We have had a lot of problems with traction. The bike is geared to go 170+ in fourth. The shift light is on going through the traps if this is any indication of how hard the bike is spinning. Sonny is also having trouble getting the throttle pinned because the bike is so violent. We are changing the gearing, had a weight made for the front, and added an aftermarket steering damper.
Hopefully we will have ne results soon. Weather permitting......
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Hey guys just an update. The bike is brutally fast. We have had a lot of problems with traction. The bike is geared to go 170+ in fourth. The shift light is on going through the traps if this is any indication of how hard the bike is spinning. Sonny is also having trouble getting the throttle pinned because the bike is so violent. We are changing the gearing, had a weight made for the front, and added an aftermarket steering damper.
Hopefully we will have ne results soon. Weather permitting......
Sweet. What gearing were you running and what are you going to try next?
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:arg:
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17/41 was the gearing we have been trying. 17/38 is what we are going to start with.
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17/41 was the gearing we have been trying. 17/38 is what we are going to start with.
17/41 would put you at 159mph in forth. I would say with that power and short wheelbase that would be a handfull.
17/38 is 171mph in forth . This gearing should help calm it down.
17/38 sounds like a good start for gearing.
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Billyis a suck butt! :bwdwn:
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Bryan,
I ran 17/40 on my first 1507(~230rwhp). At 61" 3" gnd clearence, no weight, air shifter went 8.70's @163(on the limiter in 4th) back in02/03 with a 50 short...
With less WB and more power 17/38 sounds about right.......
Dave
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Bryan,
I ran 17/40 on my first 1507(~230rwhp). At 61" 3" gnd clearence, no weight, air shifter went 8.70's @163(on the limiter in 4th) back in02/03 with a 50 short...
With less WB and more power 17/38 sounds about right.......
Dave
Wow, talked to Sonny today and he didn't seem inpressed with his bike. Matter of fact he was talking about parting it out and buying a 08 busa. And Dave his bike isn't going that fast. somethings a miss. HUMMMM. :duh:
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Billyis a suck butt! :bwdwn:
Just trying to help sonny. He is a good guy.
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8.85 pass on video in 03...
http://www.xtremeperf.com/8secondpass.htm
Dave
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We shoud have some shake down numbers this weekend. It will be interesting to see if Sonny can control the power in SWB form.
Any new numbers with your new set up yet? :ppcrn:
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As of yet, we ave only been to KilKare due to time constraints........and the track is continually being washed-out with heavy rains. Prep is minimal to begin with and the rains negate the spare amount of compound they apply. My bike is the second in-house 1507 and it should be ready in about four weeks and I am optimistic that it, along with Sonny's, will lay down impressive numbers when we go to Norwalk.
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As of yet, we ave only been to KilKare due to time constraints........and the track is continually being washed-out with heavy rains. Prep is minimal to begin with and the rains negate the spare amount of compound they apply. My bike is the second in-house 1507 and it should be ready in about four weeks and I am optimistic that it, along with Sonny's, will lay down impressive numbers when we go to Norwalk.
PM sent. :thumb:
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My bike is the second in-house 1507 and it should be ready in about four weeks and I am optimistic that it, along with Sonny's, will lay down impressive numbers when we go to Norwalk.
Have you done any testing with your bike yet Steve?
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Sonny told me his bike crawled for ten passes or so then blew up. Any comment to that? Said he was very unhappy. Just asking because we all would like to know the truth.
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That's one mighty port job if it can blow a motor up!
Just kidding ya Spaz.
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My bike is the second in-house 1507 and it should be ready in about four weeks and I am optimistic that it, along with Sonny's, will lay down impressive numbers when we go to Norwalk.
Have you done any testing with your bike yet Steve?
Not yet Travis but the motor went into the frame this week after taking second place to customer orders all summer. In our world, customers always come first.
After buttoning up some loose ends it will be ready for the track very soon............but for reasons already mentioned we will not bother running it at Kil-Kare. As Spaz more or less suggested, we have not made a clean pass yet with Sonny's bike.
On a different note, Sonny will more than likely opt for a larger engine that will feature a Competition CNC ported head strictly at Sonny's insistence. He feels most comfortable with the combined design capabilities of our shop along with those of Jim's shop.
As Hayabusa displacement increases, there are more opportunities to leverage design and porting skills outside of the factory envelop.
How are you doing with your Quantum 1507?
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I've put about 700 miles on her so far, with no issues. I did have to move around the oil lines to get clearance from the headers. But, I am going with aftermarket lines for added insurance. I am currently working on the set up for the track....tire selection, extended swingarm, air shifter, etc. But as far as power, that's not an issue. :twisted: Last week, I got a taste of what she could do. I did a few roll on's with one of the fastest "street" busas around my area. It was pretty impressive. On the longest pull, I put at least 6 or 7 bikes between us while spinning through 2nd and 3rd gears. This was with 93 pump gas, 18-40 gearing, and an old Shinko!