Ok, so I have been studying these pictures over and over and reading these threads time and time again. I must admit it truly is a neat bike and there has been a lot of time, money and engineering put into this bike. Here is my problem; I am not so sure it is yours. However if the bike is indeed yours, the details that you have given have led me to believe you have wasted much of the time and money, and forgot about engineering completely and built a bike that is destined to fail, soon.
Here is why I have come to this conclusion:
First off, the way you started the thread is a bit odd. You showed three pictures of the bike, all from the same direction and the only thing you said about it was, “Hi there, what do you think?”
Something that has taken this much time and effort, in my opinion would get a heck of a picture whoring and many details listed.
Second, I am not sure if it was a typo or not but you said you put a high lift cam in it with no details on exact lift or duration. Last I checked the bike had two cams. Then when details were asked about it, you responded back saying it was simply and R6 cam. That is far from high lift…
Third, Fourth, Fifth and so on….
I began multiple questions about the bike and looking for some specific details regarding the design and tooling that went into the project. You answers were far from descriptive or accurate.
The forks are neat, it is awesome to see inverts on the FZ. However there had to be a lot of modeling and machining that went into making the custom triple clamps. You mentioned nothing about what machine the clamps were made on, the material used, setting the correct spacing for the forks. Those clamps are probably the only clamps in the world for a FZ6 to fit inverted forks and you provided no details what so ever for them?
The supercharger: Wow! That is truly amazing to see. However, there are no pictures or details about it what so ever. No description of how much boost you’re a making with it, no details on how the fitment is, other than the stock header was used. You didn’t even mention anything about the air box. How did you get the intake to it? How does that get around the battery? No mention of the work that must have taken.
To get the supercharger turning there was a shafted added to the crank and a cover was fabricated to replace the stock one. Cool deal. I asked you about how that was done, and you responded that the shaft was just bolted on! So now I want to know, what measures were taken to ensure that the shaft was straight? Also, what did you remove from the end of the crank to make room for a bolt of the required size to fit? I mentioned a bearing that would be needed to support the shaft as it is rotating. You responded that there was no need for that, only an oil seal. Your reasoning was that there wasn’t any stress on that member! No, No, No, No! The amounts of stress on that shaft are tremendously high! That shaft is connected to the heaviest part or rotating mass within the engine, it is then connected by a ribbed belt to another spinning object that is the parallel to the crank. That shaft is constant going through a compression load on the front side to the tension on the back side. The shaft is being bent forward as load as being applied. Now start rotating the bike at 10,000 RPMs and you have created cyclic loading, which is the cause of 90% of part failures. Trust me man, I have sat through multiple lectures and been tested on the material countless times. Ask any of the multiple engineers on this thread, this is basic stuff.
The reason I know a good deal about this supercharger stuff, is that the FSAE team here at UNCC last year tried to supercharge a KTM 610 that was specifically built for us. A special ignition cover was machined with a large bearing was added to house the shaft. Many long nights and countless hours went into calculating all stresses and strains placed on the system. The details you gave wouldn’t even come close to getting a part in the Makino.
Oh and here is the best part…
shaft goes straight onto the and of crank and is bolted down the middle. machine ign cover to accept pulley then put an oil seal in there. no bearing. doesnt need it as theres not alot of pain.
The ignition cover is on the left side of the bike. You know, that side you didn’t get any pictures of.
Now onto the engine management set up. You said that a basic power commander set up and some injectors from a GSXR 1400 was all that was needed. Last I checked the largest GSXR in production was the 1300. Also, there is no way in heck that our budget bike ECU can handle the type of running conditions that a supercharger and N20 creates. You responded back saying that no ignition changes needed to be made. How is that? You are forcing that much air into the system, not to mention the N20 and your saying the amount of spark and timing for a 90hp motor is enough? I don’t think so. That bike would require some serious adjustments to be made in order to get the full benefits of the systems added. I’m sorry but the FZ’s ECU just cannot handle that much of a change.
Over all there are just so many one of a kind features on this bike, many that most of the members on here would love to see made for their personal use. All you did was post three pictures of one side of the bike and say hi, what do you think. No more pictures posted in the past week, no graphs were supplied. Only lack answers that could be found by a simple google search.
If you could give us the contact information of the actual owner of the bike, I know that not only myself but many of the other members on this site would love to talk to him/her.
-bryan
