- Joined
- Oct 19, 2005
- Messages
- 18,978
Ms Peel is just another pretty face and mostly wasted time and effort unless she can leave other cycles behind in leaning conditions like they were parking lot cones. Neck and neck is for ordinary common as navel motorcycle contests and does not apply to Ms Peel and me purpose. The most feared state I want to avoid is what I see on elite race bikes and recently by Doug MacRae on wet turn that both tires lifted surface pressure by CoG effects and slipped right out from under. I know about this state all too well d/t THE Gravel, as long as I can keep tire pressure down, especially the rear then slides don't do anything but widen the turn and relieve the chassis loads, though that's totally opposite of Ms Peels purpose, ie: not to slide or go wide> but hook up impossible sharp decreasing radius in dragster like acceleration. I am not impressed by flat tracker turns, brave boys of course to me, but why in the world would they want to waste all that time and spent hook up forward power going so wide and lazy around such big bends?? Not I in a hurry. Now ice spiked speedway racers, they impress the hell out of me as worthy to study their handling styles. Alas...
Ain't no way on God's Gray Tarmac an un boosted push rod clunker is up to embarrass super bikes sprinting away from apexes they so timidly enter, so wisely of course - on such fat ass corner cripples...
So issue is everyone that has run Drounins say they notice the impeller resistance to lean changes and some have risked destruction by trimming down the impellers to wispy vane fingers w/o much or any meat between them. Bruce McGreor with 6 yr+ on 850 Drouin finally had a fling in Great Smokies Mt's and reported he felt the resistance as annoying hindrance, yuk & yikes! Peel's crank is 1/2" less OD than stock flywheel so similar flywheel inertia on engine but less gyroscopic effect I think I noticed and like.
So plan is to place DENSCO 600 watt, ~8 lb alternator behind barrel and drive via jack shaft with bearings on inner primary case and cradle face. There is room between case and cradle to slip on a 1/2" belt pulley to reach to alternator shaft. I'd planned to drive an ~ 2.5" belt toothed pulley under the top run of belt drive but that would turn the alternator in same direction as crank and impeller. Eye balling primary - realized might be possible to place a friction wheel against the clutch basket so jack shaft ends up near where it needs to be and also reverse spin the alternator for some gyro nullification. 600 watts is like 3/4 hp so not a heavy load to bear friction wheel wise.
So I've mystery on how to construct a friction wheel to mate with belt teeth on clutch. The alternator is good to over 10,000 rpm so could gear it up to spin faster than crank and increase its counter gyro effect - I think. I can alter drive ratio by jack shaft pulley and alternator shaft pulley so clutch drive pulley could be 'optimized' for endurance and jack shaft location.
Options I've considered are flat somewhat soft conforming surface or a mirror image matched toothed belt bonded around Al pulley or maybe a composite pulley. Peel has on hand a 40 mm Maney drive and out rigger bearing. Any feed back accepted as new ground to me.
Notice the 11th though bolt in leak prone seam that past Peel's Combat cases allowed?
Magnetic rotor was also balanced with crank stuff at Linskogs by Zint.
Next to the turning amazement Peel flat disappeared from pilot sensation, uncanny flabbergasting to me.
Rally scuttlebutt says that Greg Fault's Aluminumzed mirror bike is the smoothest of the lot sampled.
Ain't no way on God's Gray Tarmac an un boosted push rod clunker is up to embarrass super bikes sprinting away from apexes they so timidly enter, so wisely of course - on such fat ass corner cripples...
So issue is everyone that has run Drounins say they notice the impeller resistance to lean changes and some have risked destruction by trimming down the impellers to wispy vane fingers w/o much or any meat between them. Bruce McGreor with 6 yr+ on 850 Drouin finally had a fling in Great Smokies Mt's and reported he felt the resistance as annoying hindrance, yuk & yikes! Peel's crank is 1/2" less OD than stock flywheel so similar flywheel inertia on engine but less gyroscopic effect I think I noticed and like.
So plan is to place DENSCO 600 watt, ~8 lb alternator behind barrel and drive via jack shaft with bearings on inner primary case and cradle face. There is room between case and cradle to slip on a 1/2" belt pulley to reach to alternator shaft. I'd planned to drive an ~ 2.5" belt toothed pulley under the top run of belt drive but that would turn the alternator in same direction as crank and impeller. Eye balling primary - realized might be possible to place a friction wheel against the clutch basket so jack shaft ends up near where it needs to be and also reverse spin the alternator for some gyro nullification. 600 watts is like 3/4 hp so not a heavy load to bear friction wheel wise.
So I've mystery on how to construct a friction wheel to mate with belt teeth on clutch. The alternator is good to over 10,000 rpm so could gear it up to spin faster than crank and increase its counter gyro effect - I think. I can alter drive ratio by jack shaft pulley and alternator shaft pulley so clutch drive pulley could be 'optimized' for endurance and jack shaft location.
Options I've considered are flat somewhat soft conforming surface or a mirror image matched toothed belt bonded around Al pulley or maybe a composite pulley. Peel has on hand a 40 mm Maney drive and out rigger bearing. Any feed back accepted as new ground to me.
Notice the 11th though bolt in leak prone seam that past Peel's Combat cases allowed?
Magnetic rotor was also balanced with crank stuff at Linskogs by Zint.
Next to the turning amazement Peel flat disappeared from pilot sensation, uncanny flabbergasting to me.
Rally scuttlebutt says that Greg Fault's Aluminumzed mirror bike is the smoothest of the lot sampled.