hey there mate, thanks for your entertaining comments...if not modesty, humour is certainly your forte besides the great work I hear you have done on RD's.
On a lighter note, I did ride the said bike to RM this year, where it won top honours...see link attached for pics on my facebook.
Vivek Soni's Photos - Rider Mania 2010 | Facebook
So now, will we all get to see a video of you eating your chudies?
No, I did not do the numbers on a calculator before trying it out...coz, I ain't a genius like you are.
Our hope was to find the smallest possible turbo...and try it out...like you guessed. Why - you tag line says it all. Dream is to build a forced induction bullet...and also the resolve to spend money and time making it happen. We may fail as you are so convinced about..but atleast we would have tried! No fun in being a desk jockey, reading all the BS that you say is on the internet. Atleast, when someone on this forum tries to turbo charge a bullet in the future, he can learn from our mistakes.
On the wheel spins issue, I don't understand what you are saying, are you calling me a fibber or the chap who relayed the info to you. To clarify, I never claimed that my bike was doing wheel spins on tarmac...and I guess, I have just learned what the definition of a wheel spin is...certainly wasn't what I was claiming to have performed on this bike :-).What i meant is that when the bike is motion(say at 10-15kmph), and i twist the throttle, the wheel spins, on surfaces that offer less traction than tarmac :-p
On the clutch issue though, you have me confused. To my mind, a clutch is essential to transmit the power to the rear wheel, regardless of whether the vehicle is moving or not. In my my bikes case, the original 4 plates clutch had the plates not disengaging when they should, resulting in incomplete transmission of power to the rear wheel. Anthony @Mumbai sorted it out for me, and now the bike is performing beautifully.
If you think differently on the clutch / power delivery point, I welcome the opportunity to get re-educated...am not in this bike building for the money or bragging rights...just a average joe who looks at biking as a welcome distraction from his day job. I also have no axe to grind by giving false info to anyone here. We tried the turbo, it did not work, so we took it off. Now the bike is a 684cc single cylinder naturally aspirated bullet engine, which after the clutch problems, is performing beautifully. I have taken it on rides to RM@ Vikramgad, Pune, Lonavla and Ahmedabad...yes, there are niggling issues like the one I had with the starter...but we are addressing them step by step. I fail to understand why you think the bike is not running right. Wonder whats the source of this perception you have - maybe intuition?
Your kind prophesy on the doomed nature of my supercharge experiment is also very encouraging. Infact your dissing on what is a clearly a project
that many on this forum are interested in is a marked departure from what I thought this forum was all about...share info and constructive criticism /advice so that all can learn from each other on what others have done / are trying to do and gain from the higher wisdom some forum members like you possess.
I know the Danish chap who used the AMR300 to successfully supercharge single cylinder small capacity motorbikes and another UK based fella who used the Eaton 45 for twin cylinder 4 stroke 500 cc bike (an old honda)...infact I am in constant touch online with both Carl @ UK and Anders from Denmark both of who have been very helpful and encouraging, pointing out the pitfalls, the things to watch out for etc. But then, maybe its a mindset thing, some people are encouraging and helpful and some are not. (check out their sites:
http://www.elsberg-tuning.dk/the%20bikes.html; The Fang: Supercharged, methanol, Honda CB500T!)
Yes, we do have the compressor maps for the AMR500, and i know the air it displaces (the '500' in the model no. stands for 500cc of swept volume). On the gearing, we have got some helpful thoughts from the the chaps mentioned above, the rest we have to learn as we go along and / or learn from 'Tuning Guru's such as yourself, who have the equipment and knowledge we mere mortals do not possess. As far as you getting first rights to my supercharger is concerned, lets link it to how helpful you are to a fellow forum member here at team-bhp. If you are so sure of your knowledge and superior expertise, share it mate. We can take the discussion offline if you are so concerned about secrecy (you can PM me your contact no. ). I promise I will help you source a similar unit. They are not that expensive, I got mine off ebay for $300 which is what, less than Rs 15,000 incl of shipping.
Like I said before, the chap (Ranjit Randhawa) who built this bike for me doesn't do this bike building for a living, its his hobby. Arre yaar, he is a farmer with over 50 acres of land in Kharar near Chandigarh which is worth over more than US$20million (yes, an acre there will cost you over Rs 2crores). He does not desire to be the next burt munro or whatever and neither do i have the desire to project him as the next 'bike building great'. He does what he wants so the question of cutting him any slack is irrelevant.
But the fact is that he is just bloody good with machines. He has successfully made two racing cars for engineering colleges here in Punjab by turbo charging 4cylinder 600cc engines sourced from busted up kwackers. He knows what he is doing or atleast has some idea compared to the so called tuners we have up there in North India. When we got the IHI turbo, we knew that 90% it would not work coz of the slow revving nature of the bullet but then we said, lets give it a shot, downside was minimal in any case...the IHI cost us Rs6,000 only!
I appreciate your praise of the bikes looks and asthetics. I shall pass them on to Ranjit. But you know, I have a bone to pick on this with not just you but all those who dismiss what Ranjit has created as cosmetics. Its more than that. All these mods have a function and to perform those one needs a very sound mechanical mind. I mean take a look at the frame. Building a frame that is balanced, marries form with function and offsets the engine enough to fit in a 200 section tyre is not cosmetics!!. So far, I have not seen anyone use a 200section tyre on the bullet using a single drive chain. Vardenchi does it, but then they use car wheels with a 4 nut hub and their bike has a twin drive...chain and then belt. You know better than I the power transmission loss this set-up results in.
Look at those alloy wheels, especially the rear one, they are not off the shelf, he made them - in his farm house workshop!! The engine too is heavily reworked. Its got a bore of 87mm with a 115mm stroke...giving about 684cc. No one in the world has ever managed to re-work the bullet crank to give it a 115mm stroke (con rod is stock). Anthony had built a 650cc using a larger bore and 105mm stroke...when I told him that mine had a 115mm stroke he did not believe it till he saw for himself. You will appreciate that squeezing out 115mm of stroke within the tight tolerances of the bullet crankcase is not a joke. Infact even Carl @UK or the fangmeister fell off his stool when I told him my thumper had a 115mm stroke. The head too has been heavily reworked to increase the flow required to handle the 40% increase in displacement. We are using standard cams though, as we plan to supercharge this sucker. We plan to limit boost at 5-6psi which according to us, should result in a 50% increase in bhp and torque. We welcome your thoughts / feedback on what an ideal setup should be like.
On the VMAX project, I concede that my power increase estimates are purely based on what I read on the web (
VMAX-86 amongst others) and also based on online interactions with Fritz Egli's team who has successfully supercharged vmaxes to give figures north of 200rwhp on dyno's (see
..::EGLI-ABOUT US::..). I really don't know what the rwhp of the old vmax was, but Yamaha always advertised it as 150bhp at crank. So my 200bhp was based on the logic that, if a stock motors is 150bhp at crank, we could atleast get it to 200bhp at crank by supercharging it. Could be wrong, but hey, I am not the pro...you are.
So mate, I hope you will take this post in the right spirit. If we are working towards the same objective, lets collaborate. You are probably building a race bike with all out performance. I am trying to get for myself a distinctive, one of a kind bullet (which it already is) with a bit of pep / power by using a blower. I wish you all the best in your project and I hope you get to be the proud owner of the first bullet to thrash the RD350's.
cheers
Vivek