Balance factor tool

by **lynxnsu** » Sun Sep 05, 2010 11:44 pm

jseng1 wrote:
lynxnsu wrote:our engines where slightly tilted forward and solidly mounted and revved to 7000 balance-factor was between 65 and 68
smoothesd around 4500 to 6000rpm

What kind of frame and is the above true for vertical motors?

The frame was home build but it had twin downtubes and the toprails were splayed to let the engine (head ) come out easily
It was an kneeler-outfit (side-car)but that does not make any difference regarding balance-factors
I have a guide about what balace-factors in what frame and in what inclination I will look it up and post them later on

by **jseng1** » Mon Sep 06, 2010 10:56 am

phantom309 wrote:anything like this will help to make it live longer but they will all break in time.I have a nourish that is about 8years old and we should see it anytime now:-)

The only way to keep them from fatiguing is to stop them from flexing and that would take a center bearing (its been done by Herb Becker).

Here's a tip for you Tim - My friend Ely Schless who was something of a superbike champ back in the day on a triumph kept his cranks together by placing a sealed outrigger bearing in the stator mount. If this works - you owe me.

Jim

by **willh** » Mon Sep 06, 2010 4:51 pm

jseng1 wrote:
Here's a tip for you Tim - My friend Ely Schless who was something of a superbike champ back in the day on a triumph kept his cranks together by placing a sealed outrigger bearing in the stator mount. If this works - you owe me.

Jim

Very interesting, a MKIII crank without the E-start crap would have place to put an outrigger between the sprocket/pulley and rotor. Hm.......

by **hobot** » Mon Sep 06, 2010 5:03 pm

A variation of the crank end support bearing is to extend a brace from it back to the clutch center for another bearing to support main shaft and primary shaft tugging.

Fastest I've heard past Norton 360' cranks spun were missed shifts in racing or keeping on it to catch or stay ahead of 750 inline 4's in desert racing back then.
Tom Davenport of gave me the desert sprinting data points. TC has run his up over 8000. Drouin early ads show 8000 dyno graphs to tempt the unwary. Later Drouin had warning to limit to 6200.
http://www.vintagenet.us/phantom/contents.html

Only higher rpm was my P!! dragster that had tach marked at 9000 and me not knowing nothing often enough ran it to that w/o an issue I knew of back then. It was as intense an accelerator as it was a vibrator to just hang on to. It was built before I got it so don't know much about what was inside but must of been best there was back in '68. I was like 20 yr old but didn't break it must as I and others tried. How much wonder and fun when there's no let off in torque climb to that fast. 2 smokes didn't have a change back then.

by **phantom309** » Mon Sep 06, 2010 9:48 pm

jseng1 wrote:
phantom309 wrote:anything like this will help to make it live longer but they will all break in time.I have a nourish that is about 8years old and we should see it anytime now:-)

The only way to keep them from fatiguing is to stop them from flexing and that would take a center bearing (its been done by Herb Becker).

Here's a tip for you Tim - My friend Ely Schless who was something of a superbike champ back in the day on a triumph kept his cranks together by placing a sealed outrigger bearing in the stator mount. If this works - you owe me.

Jim

Hey jim I gotta keep mainshafts in it first. :-)

Snapping them like a tooth pick. Working on the problem for barber but we have a really light mass on the crank also so its no so hard on it. We use that other stuff that is even easyer on the crank but does not have the long life of steel.The whole trick is heat.you should come out for Barber ,going to be a good time. Im going this weekend and run a 4 hr endurance race just o I know my way around:-)

Balance factor tool

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