Two Wheel Fix - Speaking of Buell and the AMA/DMG Roadracing Series...

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Quote:

Originally Posted by Homeslice (Post 220076)

If it's a Ducati.......but not a Buell. Lol. When is the last time a Buell had the top-end of a Duc or even an Aprilia.

Never. That was my point. Buell should be able to but they can't.

Quote:

Originally Posted by Papa_Complex (Post 220026)

Go right ahead, as long as you don't discount the usefulness of torque on corner exits.

But if the I-4 is turning like 10K at the apex, he's sitting near his torque peak anyway.

Quote:

Originally Posted by Homeslice (Post 220079)

But if the I-4 is turning like 10K at the apex, he's sitting near his torque peak anyway.

and if he isint its a kick of the left foot away

Quote:

Originally Posted by TIGGER (Post 220055)

Hmmm... so more cylinders a "better" way to go then? So why reward those companies that refuse to see this "truth" with lopsided rules? Dude, I refuse to believe that you honestly think that it's okay for to go this far just to include Buell. The bike has an almost 50% hp advantage and a 30-40% torque advantage stock. Shit maybe Victory should develop an American single, with the right contacts DMG would let them run a 2000cc thumper in this class.:lol:

I didn't say better, I said more hp, nowhere does that mean it's better. I didn't care my bike had about the same hp as a 600, I did care that it had more torque and it's at a lower rpm, and it delivered the power once per rpm instead of twice.

And like I said that torque advantage goes away once you equalize the max rpm.

Quote:

Originally Posted by Homeslice (Post 220079)

But if the I-4 is turning like 10K at the apex, he's sitting near his torque peak anyway.

"If", which means that absolute gearing is less of an issue for the V-2.

I'm guessing the first edition of the 1125 wasn't intended to go racing with, which would keep it from being competitive with Liter 4's and 1200 ducati's.

BTW Ducati solves one of the problems with twins with their desmotronic valve train. But they have to put expensive parts in the bottom end so it'll withstand 14,000 rpm. Which they don't really do for the street versions due to cost, and with the racing classes limiting engine to stock crankshafts they have a harder time getting the rpm (or life) out of the engine.

Quote:

Originally Posted by Papa_Complex (Post 220085)

"If", which means that absolute gearing is less of an issue for the V-2.

True, also same reason they sometimes have fewer gears.

Quote:

Originally Posted by Tmall (Post 220066)

Strange how one estimate is conservative and at the wheel. And the other is peak claimed at the crank....

My 2000 r6 supposedly made 120 at the crank. My buddies 07 puts 116 to the wheel with a full system and a custom dyno tune..

The 1125 with tuning and race system might put 130-135 to the wheel.

Stock they see mid 120s at the wheel.

It's not "strange", I got that number directly from Buell, if they are lying then okay. I didn't make the number up or anything. As far as the 600s go, I've seen many dyno runs from 600s...they make about 110-110hp stock.:idk:

Okay I check Motorcyclist and the 1125 they dyno'd made 129hp and 82 ft/lbs.

A 600RR made 106hp and 45 ft/lbs

There is that better? So your bike "only" makes 20 more horses and 35 more ft/lbs of torque stock... well what was I thinking? You're right in light of this new evidence I declare that it is perfectly acceptable for Buell to race this 1125cc bike against 600s. Heck, a 1098 only dyno's in at 139hp why not just strap an extra 20 lbs onto it and let it race in this class too?

Quote:

Originally Posted by TIGGER (Post 220092)

I knew you'd come around.

In the Parts Canada series, the Buells are making 30-32 more lb-ft of torque than the 600s are (which make in the low 50s). No idea about horsepower (didn't get to see the dyno results).