The bike build is coming along. We now have a running, racing bike. We have an oversized fuel tank in the form of a one piece fiberglass tank and seat arrangement. The triumph forks are in, BJR triples and a prototype airbox. Lightweight wheels, BJR rearsets, carbon fiber intake and dash mount, AIM dash. The fairings have been sent to Smiley for painting so our testing so far has been with the 1000's mini fairing.
Massive time has been spent on the Competition Conversions dyno tuning the modified engine. Unlike the 696 this engine is proving a challenge to get right. Although it's putting out slightly more power than the Rowe 650 it is requiring very advanced timing to even run. Any reduction causes the bike to loose power in a drastic way. If a mega huge exhaust is fitted the timing can be brought back and the fueling reduced significantly, but the why is still elusive. The value of these modifications are evident in the track testing. We have run the bike at Mallala, Mac Park and Philip island and in each instance the top speed has been up to 10kph higher than the 'standard' version.
Massive time has been spent on the Competition Conversions dyno tuning the modified engine. Unlike the 696 this engine is proving a challenge to get right. Although it's putting out slightly more power than the Rowe 650 it is requiring very advanced timing to even run. Any reduction causes the bike to loose power in a drastic way. If a mega huge exhaust is fitted the timing can be brought back and the fueling reduced significantly, but the why is still elusive. The value of these modifications are evident in the track testing. We have run the bike at Mallala, Mac Park and Philip island and in each instance the top speed has been up to 10kph higher than the 'standard' version.
BJR Carbon fiber intake, BJR triples, Ohlins shock valved and serviced by Hoey Racing, carbon fiber shark fin, 675R forks again serviced and set by Hoey Racing Suspension. BJR wheel spacers to match discs to triumph fork/calliper spacing. Oversize fuel tank, seat unit. The front guard has to be raised to fit the 120/70 tyre instead of the standard 120/60. |
BJR trumpets, throttle linkages and fuel supply.
Second picture 'standard' head with side intake. Third picture new downdraft design flowing considerably more air.
Second picture 'standard' head with side intake. Third picture new downdraft design flowing considerably more air.
The time and effort Brian has been putting into this project has been enormous. This is adjusting cam timing back to normal after trying it advanced and retarded to move the torque characteristic into a useable area.