Once the engine was in place I needed to make my custom set of D&D pipes in a couple of days, or die trying. The buzz was high for the Bub’s Bonneville Motorcycle Speed Trials. Dave Rash, the D&D boss, called me with the exhaust formula. He’s a speed and performance nut. D&D dyno tunes every exhaust system they make. “Don’t run 1 ¾ exhaust at all,” Dave started. “Start with 1 7/8-inch pipe for 14 inches and step up to 2-inch until each pipe is exactly 35 inches long.” Then I’m supposed to slip on and weld on a carefully designed and ground collector. Finally an empty, slip-on megaphone needed adapting
This system has been tested to give me maximum hp at 6,500 to 6,800 rpms. “We’ve discovered that the two-into-one systems generate 20 more horses than single exhausts,” said Dave.
Here’s more on performance exhaust systems from Paul Davis:
The Nascar exhaust are stepped, 3 steps for each runner. They are different animal though. For bikes 3 steps, 2 into 1 “Y” merge collector are a real good combination for the street.
You see alot of drag racers use 2 into 1 w/ a “Y' merge colllector. Top Fuel, Pro Stock, Pro Mod, etc. What you'll notice is usually they have 3 steps. 3 different dia. smallest dia. starting from the head. It's really nothing new.
Three steppin' moves the power band up and prevents reversion. Ceramic coating and or header wrap keeps the exh. gases moving good.
Individual pipes are good at WOT. Look at NHRS record setting Buell. They don't use a typical 2 into 1 Buell race pipe. Indivdual runners like what you were talking about using. Your thinking of Aero is right on.
–Paul
I was wrapped as tight as a .45 magnum shell the first day of pipe making. Bonneville was looming like a 10 pound ballpeen hammer over my thumbnail. We were scrambling, making calls, counting our pennies, praying for surf, and yet it was all going reasonably well in our over-heated shop—unless any obstacle jumped in the way or caused unforeseen delays and slowed progress. It was smoking that day as temperatures on the coast glided toward the 90s.
Enough sniveling, I had pipes to build, wiring to figure out and hydraulic lines to make. We were bugged by our first two-into-one attempt and I didn’t like how far they stuck out in the wind. I was burnin’ daylight and grappling with decisions. I like to make a solid plan, after thorough research and go for it. I questioned my plan, called Berry Wardlaw and Dave Rash for info, bobbed and weaved into action again with the best data at my back. We needed the pipes on and the bike plumbed and primed by Thursday when Berry Wardlaw, from Accurate Engineering flew in for tuning and dyno work. Man-oh-man, we were cookin' with hot grease and lots of garlic.
I needed to jump back into the shop. My nerves were shot, my head over-loaded with info and not enough time was pressuring me to the deck.
So much is happening. I wake up some mornings in a cold sweat, nervous, planning, reaching for contacts, phone numbers, answers and components. We built the exhaust system yesterday, Jeremiah and I. We worked for about six hours, stood back and proudly admired our completed, high-tech, D&D supported and designed, stepped megaphone system. Just then, in walked the queen of Bikernet, the gracious Sin Wu. The dog bowed to her then licked her leg as she passed and commented, “What about Valerie’s leg?”
I immediately knew what her highness was referring to. I had that aspect and obstacle to exhaust system planning engrained into my brain. Then, just an hour prior to system completion, I spaced. Dave Rash, the D&D Boss, suggested the lift and the line of the frame called to us, “Aerodynamics.” We lost sight of Valerie’s dainty foot being grilled. We adjusted and straightened out the system to a mere 3-degree lift.
Rick Krost, the boss of U.S. Choppers, drifted into the shop last night, picked up the pipes for precision TIG welding. We just tacked them with our shop MIG. Then this morning as I sat down to fire up the computer I noticed an exhaust sensor wire lead on my desk. “Fuck,” we need to install the sensor bungs into the pipes before they’re Jet hot coated. I need to remember to take them to U.S. Choppers on Monday.
At this point information and data gathering was on overload. In a matter of a half hour I can assembled three completely varied opinions and solutions and each one made perfect sense. Even the oil issue has considerations. Here’s a note from our oil guru and Amsoil sponsor:
I talked with Berry on Friday and he wants to use the 60W Racing oil. It's on it's way from the Las Vegas Amsoil warehouse. As I said the goal for me is to help you set another record and get you the products that you and Berry are most comfortable with.
You guys may want to try both oils (20w50 and straight synthetic 60w) while you are on the dyno to see which one gives you the best performance, since you should have more than enough oil for the event itself. Could be a couple of horsepower difference but the only sure way to know is to test both oils after you have the tuning dialed in. You'll also be able to listen to the engine to hear if there's any difference in the level of mechanical sounds the engine makes under power with each oil too.
–Nick
For All Your High Performance Lubrication Supplies.
http://www.synthetic-oil-tech.com/1124190/
Nick's Performance Accessories
Independent Amsoil Dealer ZO# 1124190
Phone: 502-548-3023
Fax: 509-691-4313
amsoildealer@mac.com
On top of a Bikernet Extreme Deadline, trying to build this monster, tune it and fly out to the Salt Flats, we have weather reports coming at us from the vast salty Utah.
UB Motorcycle Speed Trials Salt Condition Updates
Sunday, 19 August 2007
August 18th 2007
Speedweek is now over and our track prep guy is on the salt. It rained last night and the place is flooded again. There are huge potholes and problems at the access road due to the traffic. We are hoping to repair enough of this so that we have a better passage for access. Our International long course is badly damaged for the first few miles. While is it is still a little early to tell, the forcast is looking positive and we will be checking the salt daily and placing our updates here. We will endeavor to place the updates by 12 noon each day so that you can check in and get the latest information. Our best hope at this point is to get an 8 mile International Course and the 3 mile RWB course, but realistically it is looking more like and 5 International and 3 RWB course.
We’re at a juncture where data sorting is troublesome. I’m getting tons of information and trying to keep all my design aspects in check. I don’t want to bolt a damn thing on the bike that will catch wind, yet from time to time I’m caught in a bind between the air and horsepower. “You’re the Picasso,” Berry Wardlaw told me on the phone. “Stick to your guns.” That’s easier said than done when you’re headed into space on a untested, unproven rocket. But in a sense he’s right.
It was Sunday and it shoulda been Margarita time. We should fire up the barbecue, ride the coast and chase women around the shop. That’s not going to happen, unfortunately. We’re conflicted with a terrible case of Bonnevillittis. We are going to attempt to bleed the rear brakes, continue to mess with the wiring and make a list of nitrous system lines. The pipes need to be jet hot coated, a few more parts need Black Magic powder. Jim Waggoman is finishing the beanie helmet fairing and painting it. Jim Murillo is working on the tank finish and Berry Wardlaw is flying out for tuning on Thursday. No time to lose.
I need to have the bike ready to fired by Thursday afternoon. That’s just the overall list, there’s a myriad of tiny troubles attached to each chapter, but we’ll deal with each one, and attempt to accomplish an extra feat from time to time—if we have time.
One of my benefactors is Kent Weeks the master builder behind Lucky Devil Metal Works in Houston. The bike building workaholic is always close by a phone, when I need a question answered. Recently he mentioned how cool it would be if he was down the block. Here’s my response:“Like you said about being down the block. Man, I wish that was the case, but it's good to know I can call you, if I'm in a jam.
This has been the scramble of a lifetime. Last week I was beginning to feel a tad out of control. Shit wasn't moving fast enough and time was slipping past.
Today, I set up the rear brake and bled the system, dug through old throttle cables and set up a set all adjusted and oiled. Then I cut and fit the spark plug wires. I want the bike to be running by Thursday when Berry arrives.
We made the pipes yesterday. Rick is TIG welding them and I'll take 'em to the Jet Hot joint, Engineering Applications in Vernon, California on Monday. I need to run a bunch of errands tomorrow. I need to wire on Tuesday and pick up the pipes on Wednesday and I'll be ready to rock. Hang on.”
He got right back to me, “Ah yes a fine dance of madness performed to a symphony of calamities,” Kent said. “If it's anything like trying to get something done on a deadline around here that is. Sounds like you are on track for the most part. I will send all the good thoughts and wishes I can afford your way, until you make it home!”
I’ve also grappled with the wheel bearing spacing with some unwarranted concern. These hot American Wheels cut by Renegade are equipped with sealed bearings and center spacers. I had all these crazed notions about spacing, torgues, end-plays, drag, etc. I called Kim Hotinger and he turned me onto Wendell Smith, of Renegade, for the bottom line (714) 936-5222. Unlike Timken bearings, which could be over tightened causing binding, wear and meltdown. Sealed bearings are lined up with spacers and everything is butted together for a simple fit. “You got it,” Wendell said and I was relieved to know all was well at 5-Ball racing.
Time is such a devastating factor for any race effort. I would love to research every miniscule aspect including the wheel bearings. A couple of readers have suggested ceramic bearings. Paul Davis found a connection: Check this website out for Ceramic Brg's Also The list will be long tomorrow, but spark plug wires are made, throttle oiled and cables adjusted. I soldered one set and brazed the other (one set was too short). Rear chain is adjusted and rear wheel tightened. Safety wire holes are drilled. Remind me to ask someone about spark plug wire boots. My helper bailed on me today–no show.I'm down to lots of wiring, oil lines, and gas tank. Pingle said they would send a petcock and I found one today digging for throttle cable ferrules. I knew there was something else. I spaced the caliper over the H-D rotor and bled the brakes with Nyla's assistance. A final note from a reader:It is great thing that you are doing. Bigger than you know, and Valerie is the best choice for a Front person. She is a great woman. She can handle a motorcycle too, I have a lot of respect for her. Keep it up Brother I will be watching. –Nitro Scott
