| Author | Message | ||
     Chibueller |
If everyone agrees to this air cooled cools better theme then why does my unmodified X1 overheat on 40 degree days? If Erik sticks to that ideology then he can't have his (stock at least) machines overheating in such conditions. Use of the EPA is a crappy excuse because if the EPA imposes a known condition then it is the responsibility of the engineer to adapt technology that conpensates for the condition. In fact I've always heard that air cooled=overheat and that the big benefit of h2o is that you can operate the machine in a variety of temperature conditions. I don't care about taking my bike from Paris to Dakar. I care about riding to the beach down the street. | ||
| Jmartz |
If history is any indication of things to come, consider the new TC88 motor. If this knind of "improvement" philosphy is applied to Buell, this new engine will use existing HD technology and have lackluster performance. I sure hope I'm wrong but I just have this feeling... | ||
| Blake |
I would bet that the best application of air cooling for a motorcycle engine is probably the BMW opposed twin. A nice clear stream of air running over each cylinder, absolutely ideal air cooling conditions. Unfortunately the V-Twin configuration does not enjoy such ideal airflow over the cylinders. I wouldn't trade my V-Twin for a boxer though, no way! I've beat the snot outa my Buells in 100F+ Texas summers. I run the big filter and synthetic oil. I've had none to date, and don't expect any overheating problems in the future. | ||
| Jmartz |
Who wants to carry a radiator anyway? Granted H20 cooling can result in longer sustained power but for street applications I'm willing to wait until the next stoplight. Graves has mentioned that his racing Buell looses power after it reaches NOT. Have not seen any of his races personally but I understand the bikes get up front right away and slowly loose their competitive edge as the race progresses. | ||
| Chibueller |
Jmartz My problem is that while "I'm waiting until the next stoplight," the air cooled Buell engine overheats. City traffic assaults the current design. | ||
| Jmartz |
Chili: There has got to be something wrong with your motor's spark/air/fuel management system. Such behavior is not common to the brand so it points to something specific to your bike. What exactly leads you to believe it is overheating? My bike feels hot and sluggish in a traffic jam in the summer but never under other conditions. I have measured the oil temp after 1/2 hr. at idle in jam while getting to my house and found it to be 205 F. Otherwise it hangs around 190. An oil cooler cools the oil but I'm hessitant to say it does anuthing for the engine's temp. | ||
| Chibueller |
The ECM is at Buell HQ getting tested right now. Something was up and it didn't register on the scannilizer so the tech could never see how to fix the problem even when he saw it overheat in the shop. This would happen under idle conditions after 10 minutes when already warm. | ||
| José_Quiñones |
Whatever Buell comes up with, here is what they are up against: YAMAHA FZ1 & SUZUKI 1200 BANDIT DYNO CHART Kawi ZRX1200 DYNO CHART Like Court said earlier, The slope is steep. Call me an eternal optimist, but I'm betting on Erik. Court, want to draw another card? | ||
| Davegess |
RE: knife and fork crank: One of th ethings that limits revs in a sportster motor and would of course limit reves in a 1000cc blast derived motor (if there is such a thing). It is also one of the things that gives Buell's their unique character. That wild aniaml shaking at a stoplight followed by the very smooth ride at speed. Many buell owners fell in love when they first experience this. Here is why it happens. The motor shakes like crazy as we all know BUT because of the common crankpin the offset of the rods is tiny and thus the rocking couple of the engine is almost nonexisistent. Thus Erik's idea to solid mount the motor side to side but let it shake front to back. If the engine had a two crankpin crankshaft the buell rubber mount system would not work. A counter balancer would add weight and complexity to the bike and not really make it any smoother. (In reality it would make the whole bike a little buzzier thus adding to the metal fatique problem and requiring stronger frame components to survive.) You would be able to build an engine that would spin a little faster BUT your total gain in horsepower would be offset by added weight. Remember that losing 10 pounds of bike weight is like adding 1 horsepower. dave gess | ||
| Jasonl |
We gots some fart smellers..I mean smart fellers around here. | ||
| Sparky |
Congrats to the Aussies with their innovative Hunwick Harrop Phantom 1500 cruiser as seen in April Motorcycle Consumer News. It's a 102 rwhp, water cooled FI 90 deg V twin, 4 valves per cyl, belt driven OHCs. F & R suspension is on subframes rigid mounted to the compact engine/trans ala Vincent, & the radiator's partly hidden in the frame. Pretty impressive engineering I say! With Buell expected to spring a new engine/bike on us soon, I hope they've grown enough to take a clean sheet approach with its design too. Now that we've seen what the Aussies can do with cruisers, let's show them what us Yanks can do with sport bikes. Sparky | ||
| Blake |
The HH specifications page lists engine HP as 102 HP. I suspect that RWHP would be around 85 or so. | ||
| Ralph |
Dave, I'll go along with your ten pounds equeling one horsepower (mostly because I have no idea, and I'm sure you do). So how much do we think an active counter balancer weighs? Twenty pounds? Okay, but I think another twelve hundred rpm might find that and little more. I don't have any clue about the difference in vibration in the two types of crank pin motors, but if Mr. Buell could engineer his way out of one mess, why not another? That way a counter balancer could be completly dismissed, my preference for sure. But, does it really matter? With the cams sitting underneath the head a guy could never see enough revs for a different crank/rod to matter. It's been pointed out to me how high NACAR's motors run. That's all fine and dandy. I don't run my bike for one race. A much closer example would be Moto Guzzi's (same red head pointed that out). To me that is a much better comparison. Another out dated, ancient V-Twin thumping its way through history (barely). But it can rev to eight grand in street trim, with another thousand for "racing". What the hay? The only difference I can see in the valve train is the length of the push rods. Still not sure which type of crank pin they use but it sure looks like it'd be offset. bighairyralph | ||
| Frenchbuelldog |
Sparky talked about a radiator's partly hidden in the frame . We could imagine 2 little hidden radiators like in the Sachs Beast , one under the motor and one under the seat with maybe a little fan on it . Blake some images of this Sachs beast have been posted in the Cool pics archives of 5 october and 19 november but i can't get them, they doesn't appear on my screen , i wanted to post one here as an exemple of how to hide radiators . For sure you can't hide it completely and there's some work on it but it's worth i think . The Sachs's motor make atmosphericaly 100 hp and 150 with a compressor, that's what i read in magazines about it . Christophe | ||
| Rocketman |
Here ya go..............  Rocket in England |
