Motorcycles + Two-strokes + IOMTT talk

[Paul Ruinaard]

I owned at one stage a Suzuki RG250 twin, watercooled, wickedly fast.

 

When I was growing up the Kawasaki KH and Suzuki GT two stroke triples were the hot bikes.

 

The sound of there 3 into 1 or 3 seperate expansion pipes was out to this world.

 

Would still like to own one today - the smell of two stroke oil is brilliant !!

A mate of my brother had a 750 Suzuki water buffalo with Triple expansion boxes on it. He would always turn the corner at the bottom of our road and come past the house in a wheelie.

 

I think most of my desire for big bikes and a other two stroke comes from those days.

 

The thing is that the power cycle on them is so different and they could be easily tweaked.

 

Anyone seen that Maico 700cc MX Bike. The logo on the picture of it says "because committing suicide with razor blades is for sissies"

[nickc]

The sound of the three seperate expansion pipes was like nothing else, sent shivers down my spine

[Spokey]

This is exactly what my first bike looked like.

 

I commuted to Voortrekkerhoogte  on it weekly, and played on it over the weekend before I got an IT400.

 

When I came back from the border and klaared out, I converted to 4 stroke road bikes.

 

All I have to remind me is the stiff ankle on winter mornings......

I had one of these around 1982, my first bike after the Honda MB50, went down the steps at Fontana in Hillbrow on that beast..........

[nathrix]

@iom_tt: It's a tough job but someone's got to do it. Clive Padgett warming the YZR500 #classictt https://t.co/mT30zI40xh

 

Bruce Anstey F1 claassic TT on the Yamaha YZR500

Edited August 31, 2015 by nathrix ® ©™

[26er]

I owned a total of 3 NSR250's MC21's back in the late 90's ,a SE(with dryclutch) and 2 R's

They were crazy fast and I will probably never forget them,but I managed to seize 2 of them which let me towards 600cc 4 strokes..where I have never had any problems.

But the 4T will never fill that hole of the 2T

[nathrix]

I owned a total of 3 NSR250's MC21's back in the late 90's ,a SE(with dryclutch) and 2 R's

They were crazy fast and I will probably never forget them,but I managed to seize 2 of them which let me towards 600cc 4 strokes..where I have never had any problems.

But the 4T will never fill that hole of the 2T

Lucky man, those bikes would have been worth a fortune today! Out of interest, were they standard when they seized? Try to post some pics if you can.

 

Some Monday drool...

Edited August 31, 2015 by nathrix ® ©™

[26er]

Yeah oh well..who would have known..

They were all standard except for the one that actually lasted..the one in the pic..it had after market expansion boxes on,a modified airbox and a MMAX system on

I sold this this specific one to someone who still has it today..I will post a pic of what it looks like today

Edited August 31, 2015 by 26er

[26er]

This is what it look like today

When Valentino Rossi was here in I think 2001

He signed it,and the new owner had the signature covered..I would like to know what it's worth today..

[26er]

Just spoke to the guy this morning asking what he would want for it

Apparently he was offered R140000.00 and did not take it..I sold the Bike to him in 2000 for R16500.00 !He then spent another R20000.00 on the spray job and odds and ends

Talk about a good investment..

[nathrix]

Not a two-stroke, but just a "did you know"....

 

ABSOLUTE MotoGP MACHINE FOR THE STREET
(I presume similar to the Ducati Desmosedici, just allot more expensive [searched google +/- 180k euro's)

 

Since the Isle of Man TT races, Honda has positioned its racing activities in a wide variety of races as its “laboratory on wheels,” and has incorporated the feedback from the wide-ranging technologies developed for competition in these races into its commercially available production models, relying on these technologies as a way to help maintain and evolve the excellent performance and reliability of Honda motorcycles.

The new RC213V-S is not merely the result of a feedback of technologies created by Honda through its competition in races into a commercially available model, but rather represents a wholly new endeavor to make it possible for a machine developed for competition in MotoGP races to run on public roads. To win in the world championship races, it is necessary to enter a machine that runs the fastest in the world, but in Honda’s view, the rider needs to maneuver the machine well, and so Honda sees ease of use as the means necessary for winning races. In other words, Honda has a principle that the fastest machine in the world is also the machine that is the easiest to maneuver in the world. Ever since competing in the Isle of Man TT races, Honda has consistently developed machines exclusively for racing toward the goal of creating the world’s easiest machine to maneuver based on this Honda principle, racking up victory after victory in races along the way.

The RC213V-S has been developed according to this Honda principle, making it possible for the RC213V, which has won MotoGP championships for two seasons in a row in 2013 and 2014, to run on public roads. The RC213V-S has inherited the specifications of the RC213V to thoroughly ensure mass concentration and reduced friction, as well as all key aspects in manufacturing that set the RC213V apart as a MotoGP machine from ordinary mass production models, with overwhelming differences which involve light weight and precise machining of the components, plus superior expert skills required in manufacturing. In addition, the RC213V-S is equipped with control technologies used on the RC213V. The RC213V consists only of the necessary parts for winning races, based on the idea of changing specifications as necessary according to the rider and course. To achieve the specifications that make the RC213V-S eligible to run on public roads, the minimal amount of necessary changes and additions has been made compared to the RC213V.

It’s been a long time since it’s been possible to mass-produce a road bike with more than enough performance, but we believe the key to the next step of evolution is the GP machine.
Honda Motorcycles is constantly pursuing the challenge of making customers happy through technology.
RC213V-S is our expression of this determination.

 

http://www.rc213v-s.com/

 

[Note for sales in “others“ regions]
・Only closed courses riding allowed.
・No warranty applies.
・Maintenance requires some special procedures, and customers may be requested to make arrangements for shipping to Japan for maintenance.
All expenses incurred by the maintenance including the transportation fee will be borne by the customer.
・98 RON fuel is designated for the model.

 

http://www.rc213v-s.com/img/image01.jpg

 

http://www.rc213v-s.com/img/image08.jpg

 

http://www.rc213v-s.com/img/image06.jpg

 

http://www.rc213v-s.com/img/image07.jpg

 

http://www.rc213v-s.com/img/image09.jpg

 

Overview

RC213V-S is the road-going version of RC213V.

With RC213V, ease of handling is needed to win. Thoroughly-increased mass centralization and heavily-reduced friction losses were two goals in increasing performance levels as high as possible.
For MotoGP bikes, when it comes to manufacturing something so different to a regular production bike, the following points are very important:

Component weight reduction and processing accuracy
High level of technical proficiency during manufacture
RC213V-S shares these two factors with RC213V, also adopting the latter’s control technology.

RC213V is customized according to its rider and race course, only being equipped with the parts needed to win. RC213V-S however is for public roads, so we had to make some changes and additions to create a roadworthy bike. While RC-213V-S is mostly identical to RC213V, the following modifications had to be made:
Pneumatic valves were replaced with coil springs (although the camshaft gear train remains the same). The seamless gearbox was also replaced with a regular road-going one. These parts are more durable for long term use and were adopted from the readily available RCV1000R open category racing bike.
To meet road laws, RC213V-S is equipped with head/taillights, side mirrors, speedometer, muffler with catalytic converter, license plate holder, horn, etc.
RC213V-S gets upgrades for practicality. Tires, brake discs and pads are new, while the bike’s steering ratio is now wider. Extra equipment includes Honda’s Smart Key, a starter motor and parking stand.
We’ve also created a sports kit for racing on closed circuits.

With RC213V-S, we set out to recreate RC213V’s handling for use on public roads. We made sure that each component differs from mass-produced items in their materials, surface treatment and manufacture to improve rigidity and strength while reducing weight – just like RC213V. Each part is also processed by hand and machined to the same specifications as RC213V – the highest possible


Packaging

A completed RC213V’s packaging is centered around thorough mass centralization that aims to take performance to the limit.

Not only with race bikes but in any Supersport class, the reduction of inertia figures, that is, increasing mass centralization, greatly influences the dynamics of a completed bike. A bike’s inertia figures are mostly influenced by its weight and category, but there are two ways to reduce them: lower the weight of components located far from the bike’s center of gravity, or relocate them to be closer.

RC213V-S’s packaging mirrors that of RC213V. This includes body component materials and production processes.

While we needed to equip RC213V-S with a bigger battery and other electronics to meet road laws and improve practicality, these components were located as close to the bike’s center of gravity as possible, reducing inertia and improving dynamics.

The dedicated sports kit available for closed circuit racing does even better, matching RC213V’s inertia values altogether.

Frame

RC213V’s aluminum frame boasts high torsional rigidity, ensuring engine power gets to the ground properly. Increasing torsional rigidity usually means a jump in weight, but with RC213V, torsional rigidity is only increased in the areas where it’s really needed. Thin reinforcing plates improve rigidity in other areas where it’s lacking, resulting in a lightweight frame.

Each and every frame component is ultimately aligned carefully by hand, with a dedicated welder performing the necessary TIG welding. The result is a process that, while requiring a large number of welds, ensures high accuracy and welding quality.

RC213V-S adopts these same materials and manufacturing processes.
Its body is fastened together using bolts machined from titanium alloy, further reducing weight. The bolts themselves are coated in molybdenum grease for improved axial stabilization, and are hand tightened without using an impact wrench to torque specifications different from those used for steel bolts.

Engine

In developing RC213V’s powertrain, our aim was to create a motorcycle engine with MotoGP winning potential.
To this end, we set ourselves the following two major goals:

Achieve high enough power output to enable the speeds needed for MotoGP

Make the unit compact – as small as the 800cc engine that fits on the RC212V frame

To meet these goals as well as MotoGP regulations, we adopted a 1,000cc, 90° V4 engine. High power output is achieved using a 360° crank phase angle, improving charging efficiency via favorable exhaust pulsing from the cylinders’ firing timing. The 90° V4 layout also maximizes output through reduced friction – it reduces mechanical losses by omitting the harmonic balancer, has a smaller number of crank journals (3) compared to an inline four cylinder engine, and has a sealed crankcase design to reduce pumping losses.

For compactness, the V4 layout enables a shorter crankshaft and therefore shorter engine, while we also worked on ensuring banking angles and reducing the bike’s projected frontal area. The engine’s V angle of 90° theoretically eliminates any primary vibration, negating the need for a harmonic balancer and allowing further reductions in engine length. In addition, the crankshaft, main shaft and counter shaft are arranged in a triangular formation, shortening the engine again. These modifications allow a 1000cc engine to fit within the dimensions of the 800cc unit fitted to RC212V.
This design also keeps secondary vibrations low, meaning no special attention needed to specifically reduce them. This concerted weight reduction effort contributes greatly to the packaging goal of maximum performance via thorough mass centralization, while also making use of uneven cylinder firing to improve traction performance.

The RC213V-S engine features all of the above specifications, but with modified RPM for output characteristics better suited to public roads. It also uses a gear-based timing system for superior valve actuation accuracy at high RPM – just as with RC213V. However, the valve closing mechanism was changed to a coil spring system for more realistic durability and easier maintenance in day-to-day running. Similar concerns see the seamless transmission used in RC213V replaced with a conventional gearbox.

Color

Tricolor
Unpainted CFRP type (Carbon)
    *The surfaces of unpainted carbon parts are—due to the inherent material characteristics of carbon—susceptible to degradation (color-change) when exposed to ultra-violet rays. Carbon parts must be painted or coated prior to use.
 

 

[nathrix]

@KawasakiUSA: KR750 road racer ended the era of famous 2 stroke triple road race engines. PC Kawasaki Heritage Hall Museum #tbt http://t.co/TbTe5ovXNb

[Stretched@Birth]

 

 

Something to look at for a Friday!

[nathrix]

That's bad ass!

[Grebel]

Roland Sands does it again!!

 

Only issue I have with that bike (Well there's two actually...  ) is the positioning of the silencers (Not their actual position but rather that fact that they aren't level...) and that leather belt across the tank...

 

Other than that....... 

[Gnarly]

Roland Sands does it again!!

 

Only issue I have with that bike (Well there's two actually...  ) is the positioning of the silencers (Not their actual position but rather that fact that they aren't level...) and that leather belt across the tank...

 

Other than that....... 

 

And it looks like a high side machine of NOTE!!!

[nickc]

One of the original Bad Bikes - for its time has unreal raw acceleration and performance.

 

Look at the expansion boxes on this one.