Mulling over the next seasons attack plan already.
Obviously, there are MPS and G class records that could be worked towards. The plan always included a slippery looking bike.
But the real fun lies in the horsepower gains. The quest to stuff more air and fuel into the motor than before.
There are a couple of paths to more performance i'm considering.
Easy experiment - An Ice box cold air intake. Hopefully compensate for the DA and temperature, and the tiny turbo. The exposed velocity stack looks cool. But we all know how much cbs appreciate a box full of slow moving air. I imagine a moonshiners flute might have an appreciable effect
Maybe add cooling fins to the manifold itself while im at it.
Also need to get my big valve head finished off. The port matching i had done for the intake plenum could hold some value. Otherwise i have to work on the stock head that already raced.
592cc pistons are also a possibility. But not something i can do at home currently.
Rumor is mikuni offers oversized float needle seats too. While the rebuild kit was genuine - the valve may a possible bottleneck in the gravity system. Float level was as high as I could get it (verified with the t-jets hose)
Im also wondering if a different throttle slide profile could correct my WFO issue. Not that i have a problem setting a throttle stop. Its just a shame i've encountered a limit in the relationship between turbo inlet and venturi sizes.
Then there cam and ignition timing to adjust. The timing between dyno sesh and race day were unchanged. The 650 factory cam was set to oem position. Resulting in a the healthy midrange punch, but rolled off the high rpms too much.
The ignition was also doubly retarded. With static set closer to tdc at idle it never got close to 30* full advance. I don't think my boost retard sensor ever came into play, as i had hastily cranked up its adjustment. In hopes that it wouldn't trigger a 4 degree pull.
There are a few trifle some details i need to address with the chassis. The chain guard i originally made was overkill, and kinda noisy as it bounced around. A simpler and stronger one is on the to do list. If i aim to run at usfra test n tune. I'll also have to put a metal strap around my battery.
Gotta address the frustration caused by my shift linkage. The damn thing liked to fall off on my way to the return run starting line! Jaylin caught me reconnecting it with zip ties and sent me back to the pits for a bolt. The second time the bolt backed out of the bearing block and got bent to heck as it folded under the foot peg. I was able to find the offending fastener and get it sorted before backing up a 106 mph run.
Either way, i hope to match my top speed when i run it off the trailer next season.
Licensing up to 130 would be sweet.
But i'll need a gps speedometer for that
