Stroker motor 1100cc?

Gosh Will you sound a lot like me but with less dyslexia.
My findings going immediately between best surface conditions to worse traction ones is that what works best on low traction rough works even better on good surfaces. Supermotards prove this always leading their sport bike group mates into town minutes ahead, but so underpowered geared low can't barely do 80 tops.

Power delivery is vital into grind, squeal, scream, smoke zone of traction.
Except for straight line upright drive, I find lower rpm power pulses have advantage.
If not for the fairly extreme off road 'safe' play, I would not need air station and suspension tuckers to avoid hi centering Peel but pull her down couple inches to stock height for hi way use. Will suck down either end an inch or more lower than stock too. All wasted effort if not for the transformation rear link provides.
Wes's '71 felt too powerful an accelerator to me d/t is vibration and worn out suspension and isolastics. My SV650 felt too strong an accelerator to me on loose stuff, but its plain boring compared to past Peel, so I got rid of light chain and geared SV high for a big twin legal cruiser rpm ease. Last time I kicked up SV heels was waiting behind Hyubrusa crowd which then made wrong turn mistake
as I turned for home and leader nailed to beat me to next intersection 200 yd away which pissed me off just going normal but also not wanting to be delayed
on way home. I made corner first and left him out of sight by next turn. He would try to catch me going 60 mph in the opens and I'd hold back till he got
in striking distance then hit turns and put 3/4 mile between us so next time he
saw me was plugging along legal-ish in a straight so he'd try to catch up faster, hehe. I think SV sucks big wind for power and handling and smoothness. I did not have press SV that much in above turns, whose blindness aways scares the poopoutofme.

So my dream machine will run on 91 oct and tap water or whipper fluid and boost past any innate head flow as much as I dare or drive train can take on a bike that flat disappears to pilot sensation and get easier to ride when pressed.
Peel is not restricted by race rules of course but must be tagged insured legal.
One weirdness is catching some air on SV makes it feel smoother but on Peel engine and suspension and wind buffet annoys until touch down, even on Grass
or Gravel. Freaking uncanny opposite of any other bike I've explored. It like all the chassis distortion is suddenly relieving or storing loads not adding to them. Flabbergasting. Likely need the extra torque to carry around the extra heavy Roo bars. I want mag photo session to start with me holding Peel grinning as I let bars go. I want same clam peace as hi siding out a corner as low sliding from deer.
Hehe, don't we all down deep or it it just me? You can have it too, if you just believe enough to follow Patton and my lead. Lower BF for isolastic smoothness means expensive pounds of response delaying mass can be removed off crank.
More than even lightest piston/rod set as displacement increases.

Hobot,

I hear you on the rump rod, but rear tire feedback is very important to me. Rubber mounted swingarm doesn't cut the mustard, be it Commando or Buell. They just feel numb to me. I have racer friends that aren't fazed by it, (ex superbike racers that are fast on whatever they ride). One has a healthy Buell track-bike and likes the chassis. I, on the other hand, need to know what's going on through the seat of my pants. I can't pretend to be Fast , but I like to have fun, I know my roads, my bike, and my limitations. I need a rigid chassis to get the info on grip-slide.
Supermotos give excellent feedback and control up to 80. Gearing limits and geometry are what they are. With more hp the gearing can be made taller. My 640 could run 110. 2 front sprockets and 2 back gave me a choice for the mood, woods to highway and anything in between. Long high rpm runs had jets falling, exhaust pipes cracking and bike getting lighter from unnecessary parts deciding they would rather watch than go on any further.
Vibrations on my favorite twins aren't an issue when game is on. I'm far more likely to be pushing the rear beyond traction than the front on the road so lessons learned from beating on singles such as rubber mounted handlebars, silicon grips, bar dampening, and padded seats take the harsh out.

Will

Yeah I built two motors in the 90's with three main cranks. One in stock cases and one in billet cases. I used a half a VW diesel crank. They went pretty good and were unbrakable. [except for the stock case] I reved them to 9 regularly with 89mm stroke and 10 with 83mm stroke . I tried them with 360,270 ,240 and 180 degree configurations. Always ended up back at 360 as I was using isolastics. I used long rods and short pistons in both engines. I should have some pictures somewhere. I will see what I can find. Jim

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Rider Comstock, you have made my day and night too with your extensive experiments to come back full circle to the ingenious, if short changed Isolastic system. I'm getting old and spoiled so can't stand the vibes of rest of the worlds 'smoothest' bikes nor the rest of the worlds floppy loose handling Cdo's.

Jim there is a tested way to make a crank of Spirographic planetary gears that convert pure linear motion of pistons into pure rotary motion of crank. It does not need any bearings and completely supported in center and ends. Invented in mid 1800's I think by a sort of apple peeler looking contraption. Does require forked end rod to crank connection but the rod can be part of the piston.
Only limit to rpm would be piston and cog teeth and case strength, not crank whip.

Steve, I think I have seen drawings of what you are talking about. If I remember right the difficulty was in machining the contraption. In theory there are lots of better ways to do it. In practical terms it's hard to beat the simple crank,rod and piston. Jim

Well not sure if this is the place but I have to say, all you guys involved with kennys bike , you've done a hell of a job.That thing is haulin the mail and Like I have been dealin with when things break you know your making power.I can see we are going to have to spend some time in the shop this winter but hey, thats racin .see you guys at the track next time. Oh you know I couldn't come on here with out a triumphs rule really guys great job, im impressed

I hear you on the rump rod, but rear tire feedback is very important to me. Rubber mounted swingarm doesn't cut the mustard, be it Commando or Buell. They just feel numb to me. I have racer friends that aren't fazed by it, (ex superbike racers that are fast on whatever they ride). One has a healthy Buell track-bike and likes the chassis. I, on the other hand, need to know what's going on through the seat of my pants. I can't pretend to be Fast , but I like to have fun, I know my roads, my bike, and my limitations. I need a rigid chassis to get the info on grip-slide.
Supermotos give excellent feedback and control up to 80. Gearing limits and geometry are what they are. With more hp the gearing can be made taller. My 640 could run 110. 2 front sprockets and 2 back gave me a choice for the mood, woods to highway and anything in between. Long high rpm runs had jets falling, exhaust pipes cracking and bike getting lighter from unnecessary parts deciding they would rather watch than go on any further.
Vibrations on my favorite twins aren't an issue when game is on. I'm far more likely to be pushing the rear beyond traction than the front on the road so lessons from beating singles such as rubber mounted handlebars, silicon grips, bar dampening, and padded seats take the harsh out. Will

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I'm sorry Will but you nor anyone else so far GETS what the rear rump rod does to a Commando's load handling w/o any engine vibration or short comings of rigid chassis lack of power and grip handling in turns and stunts. Feedback? Shoot you can't even tell on a isolastic or full rigid bike what is doing what till is insane state of recovery or crashed already, often too fast to know what went wrong.
In the two extremes there is so much mixing and clashing of vibes and harmonics it can show up at opposite ends fooling designer what to attend too. All the solutions I've seen either slow down bikes in turns or move crash antics to a bit higher speed and oscillation that human pilots can't react too fast or strong enough. Shoot in Ms Peel case that's where the real fun begins and I just let go of control to take advantage of the self steering and saving linked articulated energy dampening, absorbing and releasing or a true neutral handling chassis.

Doug MacRea isolastic race success to just keep up with rigid mounts is the example I've been waiting yrs for to decide if I was crazy or right on the money.
What Doug example reveals to me, that indeed any rigid bike or un-tamed Cdo are in same limited corner cripple league and no interest to me as too dam dangerous to press to limits. Example of this is how often Rider Commining's
flys wide and use his elite skills to save time and again with lost of race position.

Feed back?? You just have not idea how confused and limited the feedback you are depending on. I learned to ride as you describe and even to go beyond it by making sports bike get airborne just as the tank slap hits so chassis can shake it out before touch down sideways. That requires accelerating into turns so leaned there's no room for a leg along side of tank hardly let alone sticking it out, sheeze. Both Cdo's and moderns goes nutzo and become unpredictable on clash of harmonics just before launch off surface and if not done fast enough to get high side flung far enough fir chassis suspension to settle down, they all give an unpredictable reaction on touch down. The power pulses and engine oscillations become critical in these states. To exceed what you see in racer cornering mean bike must transition as dramatically as upright straight steering mode in parking lot to leaned counter steering on highway. If you try upright straight steering past say 12 mph you will be flung off like any good racer bike that can't hand much corner loads. To me its very similar to aircraft trying to get past sound barrier, even some prop planes got forced past this but did not behave well.
So far I've not seen any bike handle this transition unless rider is tossed off.

I think that Bob Patton and Bryan Tryee along with Rolls Royce isolastics have totally solved motorcycling handing issues. Just like breaking the sound barried it take a lot extra power to push through the shock pressure front, so I spent big time and money for Mo Power to contest with 1000 hp rally cars and 100+ hp race Karts as no cycle I've seen comes close to the G' forces and power planting of a tri-linked Commando which relaxes and refreshes and remove loads on pilot as much at the tire conflicts. Insane I assure you and will make you likely even crazier than me because you have life time more experience than me.
I only learned how to sit on a bike and use leans and such since '99. So just think if a novice dunce like me can easy out corner racers on race bikes what a real rider could do. I'm not speculating I've proven it every where but with objective metering so rest of the world can follow along.

Can ya imagine the spike in price for a Commando if mine can leave the best behind on the tightest tracks at magazine shoot outs with one off elite specials.
Classy looks, wonderful sounds and insane smooth cornering confidence.
So far ONLY thing that has slowed Peel up in turns is how brave I am to commit to crash states going over or around blinds in deadly close public arena.
So yes I've never even been able to fully test corner speeds always holding back expect of course on THE Gravel. Go fast enough on that and you can't keep tires in the smoother ruts, tire profile and surface profile climbs to their peaks!
None of us knows yet how good a Commando can handle.