Quarter Mile ETs, forum members

[Seeley920]

[video]http://www.youtube.com/watch?v=9uxROmhyB-k&feature=related[/video]

Just to put a few theories into perspective...a 1977 125 Honda versus modern sports bikes with 400% more power!!!

 

[ILLF8ED]

[video]http://youtu.be/9uxROmhyB-k[/video]

Just to put a few theories into perspective...a 1977 125 Honda versus modern sports bikes with 400% more power!!!

Stay on subject. What's your best 1/4 mile E.T. on a Commando.

 

[ILLF8ED]

Sure are a lot of wishful numbers in this thread...

My stock 850 wouldn't go into the 11's if it was tied to an Atlas rocket.

That's my thinking, too. Back in 1972 I ran a flat 14:00 with a 1969 Commando , stock except for a Norris 'R' cam. I had no prior experience on a drag strip. Made one practice pass, then ran the !4:00 on my second pass. I thought that was pretty respectful. Got a trophy for the day. Compared to some of the numbers here I must of had the brake on.

Jim,

Elevation makes a big difference with these engines. Were you at sea level or higher?

 

[Seeley920]

[video]http://youtu.be/9uxROmhyB-k[/video]

Just to put a few theories into perspective...a 1977 125 Honda versus modern sports bikes with 400% more power!!!

Stay on subject. What's your best 1/4 mile E.T. on a Commando.

i don't bother with 1/4 mile silliness....I race, but in a drag to the first corner, it's on par with a TZ350, quicker than a Rob North 750, and a lot of 930's ....and yours is ????!!! :roll:

oh, and it's a 750 motor!

 

[bill]

#1 you also cant pull a turnip tranny fully apart without removing the primary drive.

#2you can also leave the crank in a norton when you remove the primary drive. I would much rather work on a norton than push a turnip. you are NOT comparing apples to apples as to JUST removing the power unit as you should well know.most of this post just shows me MORE of your stupidity.

#1 You can pull all but the case on a Triumph tranny without removing the engine. You can't pull a Norton gearbox (in it's case) without removing the clutch center nut (may as well be removing the whole clutch) and loosening off the engine.

#2 You can pull a Triumph primary apart without removing the crank.

Not sharing crank & primary oils is my cup 'o tea; only the late models have this malady. NO Triumph shares gearbox & crank oil.

Let me see who gets thier power unit out first, a Triumph or a Norton mechanic? Triumph unit wins every time.

Unit engines are easier to work on, period.

 

[Matt Spencer]

Bring back leather clutches ! those were the days . Actually I think the behavior of cork plates , the kind where you pop the boiled corks in , and lathe flat ,
are far better and predictable of the line than any other std. Triumph ones. Much wider ' take up ' and feed in . Can hold the olde T120 wheel aloft till fully home , on the Cam .

Only advantage of units is Compactness and ridgidity . First means there cramped two up touring , second means they transmit more vibration . :lol: .
Though you can fit three on a 59 500 with the long seat on . :? 8) So we wont press this . Massey Furgeson still use seperate for their FLX s or whatever
letters they mix up these days .

30 years of logicl development may have got the Commando rather tighter and gruntier . If I find one for my non existand budget , a bit second hand ,
a stiffer frame wouldnt be difficult to whip up . Was a Rickman project going last Christmass , for only 10 grand . Would tyend to dull the entusiasim & exuberance
unless you could put it to the back of your mind , on a race track.Youd have second thoughts about makeing full use of its cometancy for fear of marking it .

 

[grandpaul]

#1 you also cant pull a turnip tranny fully apart without removing the primary drive.

#2you can also leave the crank in a norton when you remove the primary drive. I would much rather work on a norton than push a turnip. you are NOT comparing apples to apples as to JUST removing the power unit as you should well know.most of this post just shows me MORE of your stupidity.

I was directly answering misinformation.

My replies were all correct.

It wasn't ME that said you had to remove the crank to remove the primary on a Norton.

Don't know what got into you, but you're over the top lately.

 

[grandpaul]

you are NOT comparing apples to apples as to JUST removing the power unit as you should well know. most of this post just shows me MORE of your stupidity.

No, I wasn't trying to, either. The person who originally made the incorrect statements started the ill-advised comparison, I was just setting the facts straight.

Still, you can pull an entrire Triumph engine quicker than pulling an entire Norton engine.

Most of your reply shows you were misquoting me, and have a bee in your bonnet.

 

[swooshdave]

#1 you also cant pull a turnip tranny fully apart without removing the primary drive.

#2you can also leave the crank in a norton when you remove the primary drive. I would much rather work on a norton than push a turnip. you are NOT comparing apples to apples as to JUST removing the power unit as you should well know.most of this post just shows me MORE of your stupidity.

I was directly answering misinformation.

My replies were all correct.

It wasn't ME that said you had to remove the crank to remove the primary on a Norton.

Don't know what got into you, but you're over the top lately.

So you can remove an entire Triumph unit tranny without disturbing the clutch? I did not know this.

 

[Hobot]

Yep sir I'm sticking to my story that spiffed up Combat power plant, that has totally neutral handling, impossible to hinge upset and can store energy in a compliant over lapping chassis holding/isolating each tire patch vector so it can accommodate/ tolerate tyres many conflicts in leaned truing, plus dampen power pulses on rear hook up in line with both isolastics... considers all other cycles as mere slow moving parking lot cones when ever leaning approaches 45' at least up to 100 mph. Not all C'do power plants are special but some are and they amaze all comers.

I've had two Nortons now as described below, so my first reflex before throttle snaps was dragster crouch and white knuckle bar grip of else got left behind. ugh.
This is from 9-15-11 post on mc-engine list by Ken Augustine, the fella that gave us The World's Straightest Commando on Phantom Oiler site by Tom Davenport
http://www.google.com/url?sa=t&rct=j&q= ... N7TIJdXkzw
the fellas who introduced me to the real brains behind the links in Ms Peel, our Bob Patten. Peel's power plant will not have any bog or rpm power loss issues - just blowing up rpms too fast ones. In pure sprint set up Peel may weight pretty close to 300 lb and with me on under 500. Engine cacl's predict over 100 lb ft just off idle before the drag only cam comes on extra early d/t Peels mis-matched internals purposely conflicted not to make max power. 4" slick on dual engine Triumph could break into 9's or below in 1/4 mile, w/o no stinking wheelie bar.

I always disliked Nortons but I built 1969 750cc Commando Fastback with stock bore, stock stroke, stock connecting rods, the original stock pistons and compression but a bunch of other modifications including Quaife 5 speed transmission, stoick gearing, Dunstall 2>1>2 exhaust system, Sifton cam, Delorto carbs and a head I modified in a bunch of secret ways. When punched at 2,000 rpm, no one I had drive it could stay on the saddle without it crawling out from under them. No matter how strong and prepared, literally, the rider would find himself off the back of the seat as luckily the engine ran out of revs and stopped pulling abruptly at 7,000 rpm. This allowed or forced, rather, the rider to close the throttle, climb back onto the saddle, shift, reopen the throttle and proceed through the rest of the gears. The original seat the odd padded ears along side the back of the gas tank but without back stop didn't help but was all quite dazzling how HARD it pulled until it simply stopped revving at 7,000.

I built another 750 Commando for that fellow's pal which ran 116 mph in the quarter mile at Island Dragway with stock pipes, Decibel mufflers, stock clutch, gearing, four speed gearbox and 4.10 x 19" Dunlop K-81 tire but a Megacycle cam, which revved to 8,000 rpm but didn't pull anywhere as hard through the middle of the power band.

I normally dislike Nortons because of their length, weight and the so-called "Classic Commando Weave" but those two really were impressive.

Ken A

 

[grandpaul]

So you can remove an entire Triumph unit tranny without disturbing the clutch? I did not know this.

You have to remove the clutch hub center nut, which involves removing the pressure plate. Often, the clutch hub will be stuck on the mainshaft; it may or may not pop off with a sharp jolt.

Again, THAT DOESN'T INCLUDE THE HOUSING which is integral to the engine casting.

 

[Hobot]

And the post that sent me on years long hunt down of the best Drouin fate could provide. What most don't understand but Tom Drouin sure did is that advertised PSI boost pressure is a nebulous thing on a belt driven centrifugal turbo impeller blower, which Is Not a Kompresser heater but a true Blower/supercharger. That is boost spike is totally dependent on how fast and hard you can load the engine down. If DynoDave would get off his stool and put what I sent him up, there's a article where magazine editor was freaked out on 8 PSI luanch on 10 PSI advertised street unit, while Tom gave it the gun and shot up 12 PSI. Top gear launches on Ms Peel may be the way to go as power band might closely match the tire grip curve so less pilot finesse needed. All Drouin power graphs slope ever steeper up w/o let off. So In a word...

"Mike" <vze28fci@VERIZON.NET>
Sent: Tuesday, February 19, 2002 4:16 PM
Subject: YEEEEHHHAAAWWWWWWWWWWWWWWWW!!!!!!!!!!!!!!!

I just took the bike out for it's first run around the block. It runs great! I have to wait for colder plugs or I would have never come home. It takes a bit getting use to working the fuel shut off but I am getting the hang of it. Other than a little bit of fuel spill now and then it is a great mod. The sound of the blower can be heard inside my fullface Shoie helmet and over the boom of the Dunstall silencers. I still have to do some polishing and replace one of my original leaking petcocks but this thing is awesome.

I have always wanted an 850 Commando and I never would have even imagined I could have a supercharged one. I will send photos when it is completed to my satisfaction but let me tell you this. I ride a nitrous injected Honda 996 Superhawk as a daily ride and I have a few GP race bikes but nothing, I repeat NOTHING!! stirs my soul like this setup.

The only other mod will be a steering damper because the bike lifts up in every
gear now and it upsets the steering and a gunfighter seat from Corbin to keep
me from sliding off the back of the bike when I twist the throttle. In
closing all I can say is YEEEEEHAWWWWWWWW!!!!
Mike

 

[Hobot]

Mike this is some of the best news you could have sent us.
> I want some too now. Way to go, loved to hear the comprarsion
> to lessor breeds. Please let us know more about the handling
> as you get it all dialed in. I will have trouble sleeping now
> thnking of the shit eating grins you have on tap. Dang mine face
> muscle are sore already.
> Rider Owen sent me his info and its says to limit revs to 6200, is
> this what you do?
>
> Steve Shiver

Well Steve, things were happening so fast I was shifting at a perceived
5500rpm but it was spinning up so fast I bet it was more like 6000rpm by the
time the shift took place(a pause for huge grin here). I don't think you
need to spin it up more than that for the street. I would say Mr. Owen is
spot on at 6200rpm. I looked at the plugs and they look perfect. They were
cold plugs from my BSA. (N5C Champions). I may just have to take it out
again first thing now that I know everything is fine in the combustion
chamber. I won't be sleeping much tonight either because I can't wait to
jump on again and go for a blast and it's only 30 deg. here. I don't really
care if it is -30 deg I'm riding this baby.
YEEEEEEEEEHHHHAAAWWWWWWWWWWWW!!!!!

 

[Hobot]

Mikie's 850 dual belt old style Drouin reviewed on Capt. Norton site.

http://home.clara.net/captain.norton/pic9.html#pic9.top

 

[swooshdave]

So you can remove an entire Triumph unit tranny without disturbing the clutch? I did not know this.

You have to remove the clutch hub center nut, which involves removing the pressure plate. Often, the clutch hub will be stuck on the mainshaft; it may or may not pop off with a sharp jolt.

Again, THAT DOESN'T INCLUDE THE HOUSING which is integral to the engine casting.

You didn't say housing, you said primary drive, which I assumed meant the primary internals such as clutch, chain, etc.

You can also remove the entire Norton gearbox internals after removing the clutch and sprocket, without removing the inner primary cover, can you not?

I don't see the advantage of the until construction in this matter. What am I missing?

 

[Fullauto]

If Norton power trains are so flexible, then how come they handle so well in a Seeley MK3 chassis with no down tubes? Like I've said (a couple of times) I know the theory but in practical terms non unit construction beats the rest.

 

[Hortons Norton]

Dave you would need to take the inner cover off to get to the sprocket nut, Or you would not be able to remove the sleeve gear. Otherwise you could remove all the other gears.

 

[Carbonfibre]

Yep sir I'm sticking to my story that spiffed up Combat power plant, that has totally neutral handling, impossible to hinge upset and can store energy in a compliant over lapping chassis holding/isolating each tire patch vector so it can accommodate/ tolerate tyres many conflicts in leaned truing, plus dampen power pulses on rear hook up in line with both isolastics... considers all other cycles as mere slow moving parking lot cones when ever leaning approaches 45' at least up to 100 mph. Not all C'do power plants are special but some are and they amaze all comers.

I've had two Nortons now as described below, so my first reflex before throttle snaps was dragster crouch and white knuckle bar grip of else got left behind. ugh.
This is from 9-15-11 post on mc-engine list by Ken Augustine, the fella that gave us The World's Straightest Commando on Phantom Oiler site by Tom Davenport
http://www.google.com/url?sa=t&rct=j&q= ... N7TIJdXkzw
the fellas who introduced me to the real brains behind the links in Ms Peel, our Bob Patten. Peel's power plant will not have any bog or rpm power loss issues - just blowing up rpms too fast ones. In pure sprint set up Peel may weight pretty close to 300 lb and with me on under 500. Engine cacl's predict over 100 lb ft just off idle before the drag only cam comes on extra early d/t Peels mis-matched internals purposely conflicted not to make max power. 4" slick on dual engine Triumph could break into 9's or below in 1/4 mile, w/o no stinking wheelie bar.


If you were a pro cyclist and got a ride in the Tour de France, would you choose to ride a Penny Farthing, and make claims to anyone who would listen that it was better than what everyone else was using?

 

[Matt Spencer]

I saw a RSux , just after I left the Library , Held my attention for . . . Ten Seconds . I Saw it had a Swingarm . very sophisticated .Theres a Brand new black one outside the Yamaha dealer next door to here , I think . Looks much the same .
No Takers . :cry:

Youre looseing a bit of ground clearance there . NoS would weigh less .
All the ' 10 sec ' street cars ran mild 350s , nitros , and the big ends loctited !
Actually theyd build a high strength set of reciprocateing componets ,
Standard mild tune for economy ,
And have a switch activated if the pedals floored .

Fatty Goerings mob used it in there Messerschmitts and FW s late in the late unpleasantness . One good round through it ,
and POOF . Seems its a trifle unstable . :lol: :roll:

 

[Hobot]

Ugh, this fast and furious to free and falling stuff is 24/7 in my static filled being. It goes back to brain stem injury by forcepts that made existence = PAIN so held, rocked, swung and bumped or just spazed right out of it, rocking horse, then swing sets and fast spun merry go rounds then ski and motorsports. First dream of dying was swinging on tall public set so hard I'd pass horizontal, chain got slack to drop a ways before catching in a jerk then swing into smooth G's back up, so made super dream effort to make a full 360' to stop right over the horizontal beam with the chain bolts sitcking way out to flash past that, whew, the whiz rigth smack into the hard pack clay bursting into smithereens splashing into a flying fine like Mickey Mouse dream so vivid it awoke bolt upright. Water skiing and Ms Peel are only things in real life to thrust me back into surreal state of existence that don't = PAIN. Ok acrobatic WWII fighter and crop dusting helicopter rides in Mt's does too but out of my orbit to have on tap fixes.

Don't inject drugs, don't get drunk, don't chase married women, don't try to establish a new nation, don't expect to ride with late brother, don't hunt and kill for fun, no more no way, so only want barest toe nail hold on loose surfaces as long as its keeps my head above water up in the clouds as much as I can. That's what its like in the Ozark Highlands for me on Ms Peel. Sorry for those that can't keep up on life raft tires mounted to diving boards - so innately unstable they need digital interfaces now between pilot and tyre patch.