Land Speed Comando, ECTA spec.
- Thread starter Eldo
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lcrken
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Eldo said:
That's interesting. Both SCTA and AMA require bikes in the modified class to have frames and engines from the same manufacturer, i.e. Norton frame with Norton engine, but have no problem with using aftermarket cases on the engine. Wonder why ECTA is different? You'd think the organizations would try to make their class rules as compatible as possible to encourage more participants. Not that I'm likely to ever make it all the way to Ohio to run a bike, but it looks like my bike wouldn't be legal anyhow with the Maney cases. Oh well, still looks like a fun place to run.
Ken
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Ken - maybe I am taking the ECTA rulebook too literally on the "same manufacture" rule. I've never actually asked for clarification. LTA uses different wording; "Non-OEM cases and heads allowed so long as dimensionally
equivalent to OEM." Also, we had several sets of 850 cases available, so being new and unsure of how we would do, we thought it best to use what we had before spending on stuff. Steve Maney parts may be in our future, depending on the direction we choose to go.
equivalent to OEM." Also, we had several sets of 850 cases available, so being new and unsure of how we would do, we thought it best to use what we had before spending on stuff. Steve Maney parts may be in our future, depending on the direction we choose to go.
lcrken
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Eldo said:
Interesting. SCTA and AMA have similar requirements for the Production, Vintage, and Classic (AMA only) engine classes, i.e. OEM cases, cylinders, and heads, but not in the modified classes. In the Vintage and Classic classes they do allow "exact reproductions" if they offer no competitive advantage. For the Modified engine classes all they require is that the engine be from the same manufacturer as the frame, and that the head have the same number of valves as OEM.
I understand being conservative when trying to interpret rule books. I have had my share of difficulties caused by different interpretations of the rules at tech inspections. All the tech inspectors I've dealt with have been good guys, who really want to see us able to compete. They just see the rules differently sometimes.
Ken
Son of Siredward
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Congratulations on the ECTA records. Thank you for sharing your challenges and successes! Hope to see you at the Bonneville Motorcycle Time Trials in 2017.
We have quite a nice turnout and can say that they are running a pretty organized event so that you don't have much wait between runs especially the second day on. Looks like you have attended Speedweek in the past with all the cars where the BMTT is bikes only.
PBS
We have quite a nice turnout and can say that they are running a pretty organized event so that you don't have much wait between runs especially the second day on. Looks like you have attended Speedweek in the past with all the cars where the BMTT is bikes only.
PBS
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Ok, next up, the short stroke 750 was ready to go for Sept. ECTA meet. 850 cases & jugs, custom made Herb Becker short stroke billet crankshaft, Jim Schmidt Pistons, cam, rods and beehive springs, FullAuto head, custom porting and valves. Crank is 9lbs lighter than stock!
All Installed, dyno'd and ready to go.
Back to the Ohio MIle we go!
After a morning of rain, runs started at 2:30pm. First run had trouble getting into 2nd and 3rd gear. 127.1 MPH. Second run, again real trouble getting solidly into gear, missed 2nd gear again. wound up with a 127.8 mph. That was it for us on day 1. Clock wound out before we could get a 3rd run in. Back in the morning.
Next morning got on the line bright and early to a very chilly morning. Had the VM40s jetted to .300. Left the line and my helmet immediately fogged up, and was still not going into gear properly, so had to pedal the throttle a bit until I found a corner of my visor I could see through. Once I could see through a small spot, I got back on full throttle, but engine surged and would not climb past 6000rpm. Ran the trap at 106mph, so something was definitely up. Pulled back into the line up, and discussed. Herb thought it sounded like a possible scuffed piston, and wanted to hear the motor run. Upon hearing it, we pulled the plugs and without a compresssion tester with us (it was back in the pit), Herb did a "thumb test" while we turned the motor over, and sure enough, left cylinder had lost consderable compression. Out of line we went, back to the pit to pull the head and see what's up.
Sure enough, scuffed a piston. Upon pulling the head, it was apperant the left intake runner had come loose, so we figure that was enough to run that cylinder lean and cause the scuff. In all our haste to get to the start line after the rain on Friday, we didn't go through and "nut and bolt" the bike like usual, and then the morning was another rush to the start so we didn't loose our place, so again, no thorough "nut and bolt" check. Lesson learned. better late to the line than breaking stuff. Anyway, what to do?
Thankfully we brought the trusty 860 motor as a back up. an hour later, we where ready to rock (almost).
The crank taper on the billet 750 crank was just a bit longer than the taper on the stock crank in the 860, so the engine pulley hit the case before the taper made contact. Maybe we'de be done for the weekend...
But wait! We remembered a TSC store about a mile up the road. Herb and Bill jumped in the truck for a quick trip to get a sheet of .22g shim stock and a pair of tin snips. Some cutting, hammering, fitting and trimming later, the pulley was mounted and even lined up with the rear pulley! back in business! The new plan was now to try and bump our own record in the 1000cc class. We adusted the shift linkage and the position of the shift lever to try to get a more positive engagement, and once I felt I could really get it in gear properly, I took the bike for a spin around the pits to make sure everything was OK, and the bike seemd great. After a quick final inspection we got back in line.
All Installed, dyno'd and ready to go.
Back to the Ohio MIle we go!
After a morning of rain, runs started at 2:30pm. First run had trouble getting into 2nd and 3rd gear. 127.1 MPH. Second run, again real trouble getting solidly into gear, missed 2nd gear again. wound up with a 127.8 mph. That was it for us on day 1. Clock wound out before we could get a 3rd run in. Back in the morning.
Next morning got on the line bright and early to a very chilly morning. Had the VM40s jetted to .300. Left the line and my helmet immediately fogged up, and was still not going into gear properly, so had to pedal the throttle a bit until I found a corner of my visor I could see through. Once I could see through a small spot, I got back on full throttle, but engine surged and would not climb past 6000rpm. Ran the trap at 106mph, so something was definitely up. Pulled back into the line up, and discussed. Herb thought it sounded like a possible scuffed piston, and wanted to hear the motor run. Upon hearing it, we pulled the plugs and without a compresssion tester with us (it was back in the pit), Herb did a "thumb test" while we turned the motor over, and sure enough, left cylinder had lost consderable compression. Out of line we went, back to the pit to pull the head and see what's up.
Sure enough, scuffed a piston. Upon pulling the head, it was apperant the left intake runner had come loose, so we figure that was enough to run that cylinder lean and cause the scuff. In all our haste to get to the start line after the rain on Friday, we didn't go through and "nut and bolt" the bike like usual, and then the morning was another rush to the start so we didn't loose our place, so again, no thorough "nut and bolt" check. Lesson learned. better late to the line than breaking stuff. Anyway, what to do?
Thankfully we brought the trusty 860 motor as a back up. an hour later, we where ready to rock (almost).
The crank taper on the billet 750 crank was just a bit longer than the taper on the stock crank in the 860, so the engine pulley hit the case before the taper made contact. Maybe we'de be done for the weekend...
But wait! We remembered a TSC store about a mile up the road. Herb and Bill jumped in the truck for a quick trip to get a sheet of .22g shim stock and a pair of tin snips. Some cutting, hammering, fitting and trimming later, the pulley was mounted and even lined up with the rear pulley! back in business! The new plan was now to try and bump our own record in the 1000cc class. We adusted the shift linkage and the position of the shift lever to try to get a more positive engagement, and once I felt I could really get it in gear properly, I took the bike for a spin around the pits to make sure everything was OK, and the bike seemd great. After a quick final inspection we got back in line.
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After 2 hours in line, it was time to start the bike and warm it up as we git into the final staging lanes. It was 5:30, and the track closed at 6:00pm. After starting the bike and letting it idle a bit, while 4th back from the start line, I noticed a growing puddle of oil under the bike. Herb had a look and found a leaking top end return line. Of course all my extra oil line and fitting were back in the pit, a mile away, with my run going down in less than 4 mins! As crushing as it as, I had to pull out of staging and give up the run that eve. I was pretty psych'd up for the run, and it was pretty hard to get my head around pulling out of line, but it was the only choice. Once back in the pit, it took all of a couple minutes to change out the leaky line and stop the leaking, but it was now 6:10, so the track was closed for the day. Back at it in the morning.
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Sunday moring. Final day of the weekend. We had also found out that it was the final event for the Ohio MIle. The ECTA had lost the venue, so this was the final day of racing in Wilmington Ohio. Whatever runs set on Sunday would stand forever.
We again had a great spot at the front of the line, so we arrived early(ish) and started to get the bike ready. It was a cold and very damp morning, and when we started the bike, the carbs where hanging up badly. Upon pulling the slides, we found them to be covered in condensation and sticky. we lubed them up quickly, while the line was moving foreward, and hurried to get them back together. In our haste, one slide hung up, and when the top was threaded back on, it twisted the throttle cable inside the carb and damaged the needle clip. out came the slide again, and on the ground goes the clip. Unbelieveably, I found it on the concrete! At which point, while trying to clip it back onto the needle, it went springing in to the grass. Fun stuff when we're getting called up to final staging. Herb started ripping through tool boxes and found a small "hairpin" style spring clip that actually clipped onto the needle OK, and we put the slide back toegther as the truck was moving along to staging.
With everything back together, the bike started great. We had bumped the jets to .320 due to the temp and humidity. With several minutes to warm the motor and oil up, I sat on the line running, waiting to go. By the time I left the line on my run, I must have began fouling or wetting the plugs, as the bike stumbled through 1st and 2nd gear. Once into 3rd, the power came on and there was no more issue all the way through 4th. I went through the trap at 6800rpm, and figured the run was a bust. When I rolled around to the timing booth; we actually had beat our June run, with a new record at 131.2 MPH!
Well, that's it. While the weekend had been full of ups and downs, I feel we learned a lot as a team; from what tools and extras to take to the line up, what to get busy with during the downtimes, the importance of being organized, and much much more. I can't wait until next year!
We again had a great spot at the front of the line, so we arrived early(ish) and started to get the bike ready. It was a cold and very damp morning, and when we started the bike, the carbs where hanging up badly. Upon pulling the slides, we found them to be covered in condensation and sticky. we lubed them up quickly, while the line was moving foreward, and hurried to get them back together. In our haste, one slide hung up, and when the top was threaded back on, it twisted the throttle cable inside the carb and damaged the needle clip. out came the slide again, and on the ground goes the clip. Unbelieveably, I found it on the concrete! At which point, while trying to clip it back onto the needle, it went springing in to the grass. Fun stuff when we're getting called up to final staging. Herb started ripping through tool boxes and found a small "hairpin" style spring clip that actually clipped onto the needle OK, and we put the slide back toegther as the truck was moving along to staging.
With everything back together, the bike started great. We had bumped the jets to .320 due to the temp and humidity. With several minutes to warm the motor and oil up, I sat on the line running, waiting to go. By the time I left the line on my run, I must have began fouling or wetting the plugs, as the bike stumbled through 1st and 2nd gear. Once into 3rd, the power came on and there was no more issue all the way through 4th. I went through the trap at 6800rpm, and figured the run was a bust. When I rolled around to the timing booth; we actually had beat our June run, with a new record at 131.2 MPH!
Well, that's it. While the weekend had been full of ups and downs, I feel we learned a lot as a team; from what tools and extras to take to the line up, what to get busy with during the downtimes, the importance of being organized, and much much more. I can't wait until next year!
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None of this would have been possible without a lot of help from a lot of people. I would especially like to thank our "crew" that came down to Ohio and made it happen;
Bill Egan, who spent lots of time, money and brought a wealth of knowledge to this whole project. Bill has driven through the night to help with everything from fabrication to tuning, and has given up countless hours to get help get this project off the ground.
My wife, Lori, who has been nothing but supportive and helpful in every way, from spending lots of nights alone while we work on the bike, to cooking lunch at the track, driving the suppport truck while we get the bike running and on the line, and even spending our anniversary standing around at the local drag strip waiting to run while the event was cancelled for SNOW!
Graeme Adair, amazing machinist, always willing to share advice, guide me on the lathe, and help out a tthe track whenever he can. Graham actually built a Triumph 650 to run as well, which can be seen in some of the September meet pics.
Bill Egan , Graeme Adair, Lori
And of course Herb Becker; I once told Herb I couldn't have done this without him, and he replied "Sure you could have. You just would have gone slow."
Grant Schwartz from Schwartz Inc helped out with lots of advice and welding, as did Sam Zanger, especially with our little bike trailer. My brother Jonathan who came down to Wilmington on our first outing to help out and keep things organized, and lots more.
Thanks to Town Moto, Lowbrow Customs, Joker Machine and Apex Cycle for their support as well.
Thanks all!
Bill Egan, who spent lots of time, money and brought a wealth of knowledge to this whole project. Bill has driven through the night to help with everything from fabrication to tuning, and has given up countless hours to get help get this project off the ground.
My wife, Lori, who has been nothing but supportive and helpful in every way, from spending lots of nights alone while we work on the bike, to cooking lunch at the track, driving the suppport truck while we get the bike running and on the line, and even spending our anniversary standing around at the local drag strip waiting to run while the event was cancelled for SNOW!
Graeme Adair, amazing machinist, always willing to share advice, guide me on the lathe, and help out a tthe track whenever he can. Graham actually built a Triumph 650 to run as well, which can be seen in some of the September meet pics.
Bill Egan , Graeme Adair, Lori
And of course Herb Becker; I once told Herb I couldn't have done this without him, and he replied "Sure you could have. You just would have gone slow."
Grant Schwartz from Schwartz Inc helped out with lots of advice and welding, as did Sam Zanger, especially with our little bike trailer. My brother Jonathan who came down to Wilmington on our first outing to help out and keep things organized, and lots more.
Thanks to Town Moto, Lowbrow Customs, Joker Machine and Apex Cycle for their support as well.
Thanks all!
Son of Siredward
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Great story and journey, thank you for sharing, if it's not one thing it another when your trying to make speed.
I like the comment from Herb, its nice to have knowledgeable people right at your side. I had issues with my gearbox not going into gear as well, I attributed to the clutch not fully disengaging and the flex in my rear sets. Maybe it is when you put it into an LSR bike it knows it and says it doesn't want to be spun up that high
... I will have a talk with mine before the next outing.
Not sure if you saw my video on the Bonneville run on Sir Eddy's Rocket.
Head to my tread, grab a beer and enjoy!
Hope to meet you on the salt one day!
Paul
I like the comment from Herb, its nice to have knowledgeable people right at your side. I had issues with my gearbox not going into gear as well, I attributed to the clutch not fully disengaging and the flex in my rear sets. Maybe it is when you put it into an LSR bike it knows it and says it doesn't want to be spun up that high
... I will have a talk with mine before the next outing.Not sure if you saw my video on the Bonneville run on Sir Eddy's Rocket.
Head to my tread, grab a beer and enjoy!
Hope to meet you on the salt one day!
Paul
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