Sir Eddy's Rocket
- Thread starter Son of Siredward
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lcrken
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hobot said:
No choice about the length of the tail. Rules for the class prohibit bodywork from extending back past rear tire.
Besides, Paul's choice of bodywork is a well tested design, not something he just cobbled up, so I don't think he's going to find any unexpected aero issues.
Ken
lcrken
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As Paul explained in some detail early in the thread, he is using a Charlie Toy fairing from Airtech. Details here
http://www.airtech-streamlining.com/lan ... dspeed.htm
Ken
http://www.airtech-streamlining.com/lan ... dspeed.htm
Ken
Son of Siredward
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Hope everyone had a nice winter and are ready to put some more miles on your street machines.
After returning from the salt I tore the bike down and cleaned the salt out of all the crooks and crannies. There wasn't a bolt, nut, cable that didn't start to corrode due to the lovely Bonneville salt.
I used slat-a-way the entire time and pressured washed it twice before leaving Wendover but it didn't help.
After tearing the top end off the motor down and inspecting it all looked pretty good. I am thankful that we didn't have anything happen that could have destroyed the motor.
I put it back together and shipped it off to Jim Comstock. I am so thankful that Jim has interest in my dads dream and I am thankful that he is willing to help sort things out.
Prior to shipping I went ahead and purchased Bob Newby belt drive and put it on the bike so that I no longer have to concern with a single primary chain.
I was able to make a stop by Jim's shop a couple weeks back and we tore the lower end apart and it looked good as well. It is in goods hands.
I will try to keep you all posted on the progress as we get closer to firing it off and see what kind of horsepower this bike will actually have.
Thank you again Jim for taking interest in this dream!
After returning from the salt I tore the bike down and cleaned the salt out of all the crooks and crannies. There wasn't a bolt, nut, cable that didn't start to corrode due to the lovely Bonneville salt.
I used slat-a-way the entire time and pressured washed it twice before leaving Wendover but it didn't help.
After tearing the top end off the motor down and inspecting it all looked pretty good. I am thankful that we didn't have anything happen that could have destroyed the motor.
I put it back together and shipped it off to Jim Comstock. I am so thankful that Jim has interest in my dads dream and I am thankful that he is willing to help sort things out.
Prior to shipping I went ahead and purchased Bob Newby belt drive and put it on the bike so that I no longer have to concern with a single primary chain.
I was able to make a stop by Jim's shop a couple weeks back and we tore the lower end apart and it looked good as well. It is in goods hands.
I will try to keep you all posted on the progress as we get closer to firing it off and see what kind of horsepower this bike will actually have.
Thank you again Jim for taking interest in this dream!
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I suspect some of the racers tear the bikes down after each visit to the salt not just to fix things but to clean them too.
Son of Siredward
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swooshdave said:
Correct if you don't you may end up never getting it apart without breaking things. I was out at Ken Canaga's last week and he had his bare frame hanging from the rafters. We discussed just that over a couple of cold beers. Happy Easter to all!
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Glad to know the ongoing efforts for a 5 min ride that's worth a life time on ordinary cycle. If I ever take a rust bucket out on the beach or Salt Lake I'm thinking to spray everything with rattle can car wax that's fairly thin liquid that's a nucance to get the white-ness out of tiny nooks and crannies so maybe could keep moist salt out too and otherwise removal able by detergent and handy rags and brushes. i know what 10,000+ rpm sounds like in a Combat up close so hope Sir Eddies and Son can carry the tune a long ways.
lcrken
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The two most common practices on the salt to limit corrosion are the use of the Salt-A-Way product before, during, and after the event, and liberal use of WD-40 before going out on the salt. Some folks have other favorites, Pam being one of them. I've found that I still have to tear the bike down completely after every event, or I still get rust in all sorts of hard to reach places. Lots of work, but worth it for the thrill factor.
Ken
Ken
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The salt sounds interesting, maybe one day I'll compete.
In my youth I helped Don Vesco work on his various streamliners in return for porting my half mile barrels, and Kent Ritchies (Airtech) has been a friend since we club raced against each other a millioin years ago.
My land speed experience has been on the miles, running the Texas Mile on an Aprilia RSV based bike, a 1060cc Rotax V-twin.
With supercharging and a heavy load of nitrous we make 380 rwhp on a factory Pro eddy current dyno, and are the only twin of any displacement or class in the 200mph club.
Here's a pic, which I don't seem to be able to size correctly for this forum.
In my youth I helped Don Vesco work on his various streamliners in return for porting my half mile barrels, and Kent Ritchies (Airtech) has been a friend since we club raced against each other a millioin years ago.
My land speed experience has been on the miles, running the Texas Mile on an Aprilia RSV based bike, a 1060cc Rotax V-twin.
With supercharging and a heavy load of nitrous we make 380 rwhp on a factory Pro eddy current dyno, and are the only twin of any displacement or class in the 200mph club.
Here's a pic, which I don't seem to be able to size correctly for this forum.
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Lucky I missed out on Texas Mile for 25 yr in Houston till moving to Ozarks and now on my mind often for Peel to try with boost and fuel helpers thrown in. If ya tag view image in the photo it opens to see whole picture of your smoking off a wheelie!. Alas does not applies to Sir Eddies wonder going off pure engine breathing no power adders. BTW what is over hopped up Rotax twin redline?
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http://www.apriliaforum.com/forums/atta ... 1326139112
Breaking records in land speed isn't as easy as squirting in some nitrous. Here's the press release we sent out.....note we claimed 250+ horsepower, that's because we were making sure we beat Roland Sands factory backed Indian effort and the factory backed Harley team and didn't want to give away any secrets at the time. on a Dynojet dyno, it will make 380 rwhp.
Team Punisher puts Aprilia in the 200mph Club
2 Comments Comments
Team Punisher is pleased to announce that its AF1 Racing sponsored/ Aprilia RSV Factory v-twin has now joined the prestigious 200mph club at The Texas Mile. The 200.8 mph record run sets a new high mark in standing mile race competition for 2-cylinder motorcycles of any displacement, at any venue.
The record-breaking top speed was achieved at the semi-annual Texas Mile speed event held at the Chase Field
Industrial and Airport Complex in Beeville, Texas, approximately 100 miles southeast of San Antonio.
Known simply as ‘The Punisher’, the 1060cc Aprilia-Rotax v-twin engine demonstrated its legendary performance and reliability in the dyno room and on the track. Built by Team Punisher of Southern California, and tuned by AF1 Racing of New Braunfels, TX on their Factory Pro eddy current dyno, the 60 degree DOHC v-twin engine produced well over 250 true rear wheel horsepower used to propel the sleek Italian rocket down the course. Credit the Rotrex centrifugal supercharger and Nitrous Express progressively controlled nitrous oxide system for impressive yet tractable power.
The physics of land speed racing demand not only power but also extra attention to friction reduction and
aerodynamics. Microblue Racing (http://www.microblueracing.com) of Denver, North Carolina micropolished and then
applied their patented coating process to select internal engine components plus wheel bearings for maximum friction reduction. This processing alone accounted for a substantial amount of the 8mph improvement in speed achieved since the previous March, 2011 effort at the Texas Mile event in Goliad, TX.
Aerodynamic improvements were designed in consultation with turbulent flow specialist Professor Laurence Armi of Scripps Institution of Oceanography, and then transformed into reality through the expert craftsmanship of Scripps Development Engineer and teammate David Malmberg. David’s creative application of home improvement building materials (shower enclosure paneling from Home Depot) provided the performance edge needed to break the 200 mph barrier.
"This exceptional result is the outcome of a 3 year development effort between Team Punisher (Marc Rittner-San
Dimas, CA, David Malmberg – Leucadia, CA, Micah Shoemaker / AF1 Racing – New Braunfels, TX), and a long list
of trusted suppliers. Everything about this race bike was custom built by necessity, and the contribution of every
component was critical. The difference between success (200.8 mph) and failure (199.9 mph) was only 0.45%”, said Marc Rittner, Team Punisher principal/builder.
“We set this record under very challenging conditions. Dealing with high cross-wind conditions, chassis setup, power adders, and advanced electronics put tremendous pressure on the team to make the final run count. I am very proud of the way our Team performed, and what we have accomplished.”
Special thanks to:
Daryl Collins – C&B Tool, in La Habra, CA
Craig LeClaire – Microblue Racing (http://www.microblueracing.com)
Tony Finley – Interface PNP custom Megasquirt ECUs (interfacepnp.webs.com)
Kent Riches – Airtech Streamlining (http://www.airtech-streamlining.com)
Trusted Suppliers:
AF1 Racing - parts, tuning services, logistics - Micah Shoemaker/Ed Cook (http://www.af1racing.com)
AirTech Streamlining - aerodynamic management - Kent Riches and Dutch (http://www.airtech-streamlining.com)
Aprilia Racing USA - parts and services - Amauri Nunes
Brake Tech - Ferodo Brake Pads - Jeff Gehrs (http://www.braketech.com)
C & B Tools - Solidworks design, custom machining and tooling, fabrication, welding - Daryl Collins
Carrillo Industries - Carrillo Rods and CP Pistons – Richard (http://www.cp-carrillo.com)
Cometic Gaskets - custom head gaskets (http://www.cometic.com)
Devil's Own - water/methanol injection components - Devil Doc (http://www.alcohol-injection.com)
Drippinwet custom race graphics – Chris Kruzel (http://www.drippinwet.com)
Earl's Supply #1 Lawndale - custom hoses and AN fittings - Tom (http://www.an-plumbing.com)
Falicon Crankshafts - custom crank modifications and balancing – Rafael (http://www.faliconcranks.com)
Ferrea Valves - custom stainless steel and superalloy valves – Scott (http://www.ferrea.com)
GP Suspension - custom modified suspension components - Dave Hodges (http://www.gpsuspension.com)
Hypercycle - high performance motorcycle engines - Cary Andrew (http://www.hypercycle.com)
Interface PNP - custom Megasquirt engine management - Tony Finley (interfacepnp.webs.com)
Lozano Brothers Porting - engine design and nitrous tuning - Mike Lozano (http://www.lozanobrothersporting.com)
Maggard Machine - custom machining - Tom Maggard
Mark's Machine - custom exhaust fabrication - Mark McDade
McIntosh Machine and Fabrication - custom swingarms - Terry McIntosh (http://www.mcintoshswingarms.com)
Microblue Racing - friction management - Craig LeClaire (http://www.microblueracing.com)
Mountain Performance - Rotrex superchargers/management - Matt Webster (http://www.mountainperformance.com)
Murdoch Racing Enterprises - custom lockup clutch - Jay Regan (http://www.murdochracing.com)
Nitrous Express - nitrous oxide system components - Mike Wood (http://www.nitrousexpress.com)
Pro-1 Racing Heads - Charlie Lawlor (http://www.pro1racingheads.com)
Professor Larry Armi PhD, Scripps faculty, turbulent flow consulting
Peak Performance - tuning services - Danny Dinardo (http://www.peakperformancemotorcycle.com)
Ray-bon Welding - certified aircraft welding Montclair - Ray and Bonnie (http://www.ray-bon.com)
R/D Spring - custom valve springs and titanium retainers – Zach (http://www.rdvalvespring.com)
Smaltmoto Exhaust - custom stainless exhaust system - Konstantin Von Badewitz (http://www.smaltmoto.com)
Spoon Valley Racing - supercharger mounting kit - Joakim Augustsson (http://www.spoonvalleyracing.com)
SRCO - custom machine work and processing - Bill Skinner
The Knurl Machine - custom machining, fabrication, welding – Noel Highley
Vulcan Engineering - mechanical seals - Spencer Reynolds (http://www.vulcangroup.com)
Web Camshafts - custom billet camshafts – Melissa (http://www.webcamshafts.com)
Woodcraft CFM - custom rearset controls, clipons (http://www.woodcraft-cfm.com)
Xtreme Performance Coatings - ceramic exhaust coatings – Alan (http://www.xtremeperformanceheatcoatings.com)
Breaking records in land speed isn't as easy as squirting in some nitrous. Here's the press release we sent out.....note we claimed 250+ horsepower, that's because we were making sure we beat Roland Sands factory backed Indian effort and the factory backed Harley team and didn't want to give away any secrets at the time. on a Dynojet dyno, it will make 380 rwhp.
Team Punisher puts Aprilia in the 200mph Club
2 Comments Comments
Team Punisher is pleased to announce that its AF1 Racing sponsored/ Aprilia RSV Factory v-twin has now joined the prestigious 200mph club at The Texas Mile. The 200.8 mph record run sets a new high mark in standing mile race competition for 2-cylinder motorcycles of any displacement, at any venue.
The record-breaking top speed was achieved at the semi-annual Texas Mile speed event held at the Chase Field
Industrial and Airport Complex in Beeville, Texas, approximately 100 miles southeast of San Antonio.
Known simply as ‘The Punisher’, the 1060cc Aprilia-Rotax v-twin engine demonstrated its legendary performance and reliability in the dyno room and on the track. Built by Team Punisher of Southern California, and tuned by AF1 Racing of New Braunfels, TX on their Factory Pro eddy current dyno, the 60 degree DOHC v-twin engine produced well over 250 true rear wheel horsepower used to propel the sleek Italian rocket down the course. Credit the Rotrex centrifugal supercharger and Nitrous Express progressively controlled nitrous oxide system for impressive yet tractable power.
The physics of land speed racing demand not only power but also extra attention to friction reduction and
aerodynamics. Microblue Racing (http://www.microblueracing.com) of Denver, North Carolina micropolished and then
applied their patented coating process to select internal engine components plus wheel bearings for maximum friction reduction. This processing alone accounted for a substantial amount of the 8mph improvement in speed achieved since the previous March, 2011 effort at the Texas Mile event in Goliad, TX.
Aerodynamic improvements were designed in consultation with turbulent flow specialist Professor Laurence Armi of Scripps Institution of Oceanography, and then transformed into reality through the expert craftsmanship of Scripps Development Engineer and teammate David Malmberg. David’s creative application of home improvement building materials (shower enclosure paneling from Home Depot) provided the performance edge needed to break the 200 mph barrier.
"This exceptional result is the outcome of a 3 year development effort between Team Punisher (Marc Rittner-San
Dimas, CA, David Malmberg – Leucadia, CA, Micah Shoemaker / AF1 Racing – New Braunfels, TX), and a long list
of trusted suppliers. Everything about this race bike was custom built by necessity, and the contribution of every
component was critical. The difference between success (200.8 mph) and failure (199.9 mph) was only 0.45%”, said Marc Rittner, Team Punisher principal/builder.
“We set this record under very challenging conditions. Dealing with high cross-wind conditions, chassis setup, power adders, and advanced electronics put tremendous pressure on the team to make the final run count. I am very proud of the way our Team performed, and what we have accomplished.”
Special thanks to:
Daryl Collins – C&B Tool, in La Habra, CA
Craig LeClaire – Microblue Racing (http://www.microblueracing.com)
Tony Finley – Interface PNP custom Megasquirt ECUs (interfacepnp.webs.com)
Kent Riches – Airtech Streamlining (http://www.airtech-streamlining.com)
Trusted Suppliers:
AF1 Racing - parts, tuning services, logistics - Micah Shoemaker/Ed Cook (http://www.af1racing.com)
AirTech Streamlining - aerodynamic management - Kent Riches and Dutch (http://www.airtech-streamlining.com)
Aprilia Racing USA - parts and services - Amauri Nunes
Brake Tech - Ferodo Brake Pads - Jeff Gehrs (http://www.braketech.com)
C & B Tools - Solidworks design, custom machining and tooling, fabrication, welding - Daryl Collins
Carrillo Industries - Carrillo Rods and CP Pistons – Richard (http://www.cp-carrillo.com)
Cometic Gaskets - custom head gaskets (http://www.cometic.com)
Devil's Own - water/methanol injection components - Devil Doc (http://www.alcohol-injection.com)
Drippinwet custom race graphics – Chris Kruzel (http://www.drippinwet.com)
Earl's Supply #1 Lawndale - custom hoses and AN fittings - Tom (http://www.an-plumbing.com)
Falicon Crankshafts - custom crank modifications and balancing – Rafael (http://www.faliconcranks.com)
Ferrea Valves - custom stainless steel and superalloy valves – Scott (http://www.ferrea.com)
GP Suspension - custom modified suspension components - Dave Hodges (http://www.gpsuspension.com)
Hypercycle - high performance motorcycle engines - Cary Andrew (http://www.hypercycle.com)
Interface PNP - custom Megasquirt engine management - Tony Finley (interfacepnp.webs.com)
Lozano Brothers Porting - engine design and nitrous tuning - Mike Lozano (http://www.lozanobrothersporting.com)
Maggard Machine - custom machining - Tom Maggard
Mark's Machine - custom exhaust fabrication - Mark McDade
McIntosh Machine and Fabrication - custom swingarms - Terry McIntosh (http://www.mcintoshswingarms.com)
Microblue Racing - friction management - Craig LeClaire (http://www.microblueracing.com)
Mountain Performance - Rotrex superchargers/management - Matt Webster (http://www.mountainperformance.com)
Murdoch Racing Enterprises - custom lockup clutch - Jay Regan (http://www.murdochracing.com)
Nitrous Express - nitrous oxide system components - Mike Wood (http://www.nitrousexpress.com)
Pro-1 Racing Heads - Charlie Lawlor (http://www.pro1racingheads.com)
Professor Larry Armi PhD, Scripps faculty, turbulent flow consulting
Peak Performance - tuning services - Danny Dinardo (http://www.peakperformancemotorcycle.com)
Ray-bon Welding - certified aircraft welding Montclair - Ray and Bonnie (http://www.ray-bon.com)
R/D Spring - custom valve springs and titanium retainers – Zach (http://www.rdvalvespring.com)
Smaltmoto Exhaust - custom stainless exhaust system - Konstantin Von Badewitz (http://www.smaltmoto.com)
Spoon Valley Racing - supercharger mounting kit - Joakim Augustsson (http://www.spoonvalleyracing.com)
SRCO - custom machine work and processing - Bill Skinner
The Knurl Machine - custom machining, fabrication, welding – Noel Highley
Vulcan Engineering - mechanical seals - Spencer Reynolds (http://www.vulcangroup.com)
Web Camshafts - custom billet camshafts – Melissa (http://www.webcamshafts.com)
Woodcraft CFM - custom rearset controls, clipons (http://www.woodcraft-cfm.com)
Xtreme Performance Coatings - ceramic exhaust coatings – Alan (http://www.xtremeperformanceheatcoatings.com)
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- May 12, 2014
- Messages
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That's what's known is "all motor"
The supercharger compressor curve dictates we observe the stock 10,400 rpm redline. Just as well.....
Son of Siredward
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I want to update you all on the progress of Sir Eddy's Rocket. As stated before I shipped the bike out to Jim Comstock in February and went to see Jim in March and we pulled the motor down so Jim could start to figure out what went into the development of the motor. The first thing Jim wanted to do was see how the valve train would hold up to 10,500 rpm and thanks to his sprintron he was able to see that there was no way we would produce good power over 8,000 RPM due to severe valve bounce. He found out that out of all the springs setups that the Honda springs which Les and my dad picked to fit were the best for the LSR 500 bike but still lost control over 8,000 rpm due to the cam profile and valve train do being able to keep up. The motor had the BSA lifter blocks, large diameter lightweight pushrods, lightened rockers and KTM swivel adjusters (which did not survive). Jim is also developing a short stoke 750 road race motor for Kenny Cummings that needs to spin up to 8,500 so he was already working to figure out what he needed to get to higher RPM and avoid losing valve train control.
Before the Spintron we all assumed that turning a Norton twin over 8,000 RPM was attainable and that we could still make power, but boy did we find out that catastrophic engine failure was bound to happen if I was going to hold my fathers 500 wide open at 10,500 for any period of time on the salt. After many tests with different spring setups he still wasn't getting the results we were looking for. He came up with the idea of grinding stock lifters with a asymmetrical grind from 0 to a 4 inch radius to help soften the opening and closing rate and it all started to come together. He put his Conical spring setup and radiused lifters in for the 750 roadracer spinning to 9200 RPM and Bob's your Uncle he was all ready to go.
Jim mapped out the cam in my dads 500 and spun it up to find out that it had way to much lift to turn to 10,500 so he developed a grind with a more gradual opening and closing ramp with less lift so we could obtain our goal and sent it off to Webcam for rework.
It had a very high lift cam with the same duration as a standard Commando cam - .080 in. more lift than the stock cam. It is a Webcam 317A grind with BSA lifters.
Here is a graph in comparison to a standard cam and Jim spinning it up with both the conical and the Honda springs.
[video]https://youtu.be/AmtlnsOouLY[/video]
Using a 386C cam he put the radius lifters in with some springs he was able to obtain from IRL development. They are a smaller diameter, double spring that has been plasma nitride treated. He spun it up as fast as the spintron would go to 10,300 RPM and Success!
[video]https://youtu.be/KEDRNLR1918[/video][/quote]
I am so thankful that we met Jim out at the Bonneville Speedtrails last year and that he found interest in my fathers dream. He is the one that is going to make this dream come true, I am so grateful.
It has been almost three years since my father passed and this September I will be untied on the salt with him. I will keep you posted as we get closer to firing it off.
Paul
Before the Spintron we all assumed that turning a Norton twin over 8,000 RPM was attainable and that we could still make power, but boy did we find out that catastrophic engine failure was bound to happen if I was going to hold my fathers 500 wide open at 10,500 for any period of time on the salt. After many tests with different spring setups he still wasn't getting the results we were looking for. He came up with the idea of grinding stock lifters with a asymmetrical grind from 0 to a 4 inch radius to help soften the opening and closing rate and it all started to come together. He put his Conical spring setup and radiused lifters in for the 750 roadracer spinning to 9200 RPM and Bob's your Uncle he was all ready to go.
Jim mapped out the cam in my dads 500 and spun it up to find out that it had way to much lift to turn to 10,500 so he developed a grind with a more gradual opening and closing ramp with less lift so we could obtain our goal and sent it off to Webcam for rework.
It had a very high lift cam with the same duration as a standard Commando cam - .080 in. more lift than the stock cam. It is a Webcam 317A grind with BSA lifters.
Here is a graph in comparison to a standard cam and Jim spinning it up with both the conical and the Honda springs.
[video]https://youtu.be/AmtlnsOouLY[/video]
Using a 386C cam he put the radius lifters in with some springs he was able to obtain from IRL development. They are a smaller diameter, double spring that has been plasma nitride treated. He spun it up as fast as the spintron would go to 10,300 RPM and Success!
[video]https://youtu.be/KEDRNLR1918[/video][/quote]
I am so thankful that we met Jim out at the Bonneville Speedtrails last year and that he found interest in my fathers dream. He is the one that is going to make this dream come true, I am so grateful.
It has been almost three years since my father passed and this September I will be untied on the salt with him. I will keep you posted as we get closer to firing it off.
Paul
lcrken
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Looking good , Paul. I look forward to seeing you and your crew again this year on the salt. Unfortunately, it doesn't look like I'll be riding this year, just helping Eric and some friends with a Guzzi powered bike. Bonneville is a fickle mistress, but it sounds like you've got the formula this year.
Ken
Ken
Son of Siredward
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Hi Ken,lcrken said:
Keeping my fingers crossed. Jim is heading East as you are for the annual rally. I have register so we are planning on making it and hopefully having a swig of your 50 year old whiskey once we set the record!!!
Son of Siredward
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Thanks CJ!cjandme said:
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