OldMadBrit
Well-known member
- Joined
- Aug 15, 2006
- Location
- East Bay
- Moto(s)
- 99 Frankenbike R1 - sold
03 Caponord ETV - sold
17 R1M - sold
16 Tuono 1100F
18 KTM 390 Duke
- Name
- Steve
Good luck Papi 
-
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Up'ing the Quest to 275
- Thread starter Papi
- Start date
OFF SEASON- WINTER 2014
Update: Jan. 7, 2014
While I posted this <below> picture before, let me explain why it's important to me. The phrase "a picture is worth a thousand words" was never more true. The photog Rick Brown captured an extreme moment in my life. And here's the rest of the story should you choose to read on.....
SpeedWeek in August at Bonneville is just downright brutal at times. It plays havoc on a series of emotions from extreme jubilance to downright despair. In this picture as Rick captured it, I was pretty drained.
We had been struggling with the air at Bonneville and the motor kept hitting a wall over and over preventing us from getting that extra 5MPH we needed to succeed. Yep, just 5 more mph. That moment you see frozen in time in this picture is at an extreme low point for me personally. After trying over and over, we just weren't getting what we needed out of the bike. My face tells the story so completely that I find myself studying it's immense value how we continue to persevere regardless of obstacles in our path.
As we think about our new year's blank slate and bountiful horizon in front of us, anything you dream in your desires to achieve is at your feet waiting for you to take the next, or first, step in the direction "you" are destined for. It is with this thought and will, that my "destiny still awaits my steps in its direction" will I move toward it closer each day.
My destiny for Top Speed was formed with the indelible video images of Gary Gabelich as he streaked the Blue Flame over the mighty white dyno of Salt in October 1970. That was at my young age the "defining moment". Later in the early 1970's, my cousin Denny took me for a spin on his Kawasaki H2. I was completely in awe of the power and speed of two wheels. He then spent the entire weekend teaching me to ride his 1971 Yamaha AT1 dirtbike in the hills of Novato. I will never forget his patience and passion seeing me ride up my first hill climb. This was my second "defining moment" which placed speed and two wheels in my soul forever.
The Blue and Silver on my helmet and bike represents my first streetbike, a 1971 Kawasaki Mach III (H1) that taught me how to drag a motorcycle and road race. It's also the colors used on the Blue Flame, and the same color as the painted flames on my Cousins H2 back in the 70's. We carry those "good luck" colors forward now at all times with our bikes.
For over 44 years of my 52 here on the blue marble, I have raced, smashed and crashed probably more track bikes, road bikes, drag bikes, dirt and desert bikes than most people will ever dream of owning. Yet we soldier on, believing in the dream and destiny of being the fastest ever, just once, on two wheels. We set 3 Land Speed Records in the dirt mile at El Mirage on a Production Bike, and have plans to exceed 300MPH on a new bike with ideas and the talent of creative individuals who with their continuous help make dreams a reality. To be the fastest, just once.
It's difficult to wrap up 44 years of destiny building into one picture. But if I had to pick just one, I think this photo by Rick Brown really captures what 44 years of dreams and destiny building looks like, especially when at that very moment I realized my third and most powerful "defining moment" yet; I am not done. Much work awaits ahead.
And now you know the rest of the story.
May your dreams and destiny become reality for you as well my friends. Never stop, never give up.
Photo Credit to Rick Brown of Blackfire Photography.
Update: Jan. 7, 2014
While I posted this <below> picture before, let me explain why it's important to me. The phrase "a picture is worth a thousand words" was never more true. The photog Rick Brown captured an extreme moment in my life. And here's the rest of the story should you choose to read on.....
SpeedWeek in August at Bonneville is just downright brutal at times. It plays havoc on a series of emotions from extreme jubilance to downright despair. In this picture as Rick captured it, I was pretty drained.
We had been struggling with the air at Bonneville and the motor kept hitting a wall over and over preventing us from getting that extra 5MPH we needed to succeed. Yep, just 5 more mph. That moment you see frozen in time in this picture is at an extreme low point for me personally. After trying over and over, we just weren't getting what we needed out of the bike. My face tells the story so completely that I find myself studying it's immense value how we continue to persevere regardless of obstacles in our path.
As we think about our new year's blank slate and bountiful horizon in front of us, anything you dream in your desires to achieve is at your feet waiting for you to take the next, or first, step in the direction "you" are destined for. It is with this thought and will, that my "destiny still awaits my steps in its direction" will I move toward it closer each day.
My destiny for Top Speed was formed with the indelible video images of Gary Gabelich as he streaked the Blue Flame over the mighty white dyno of Salt in October 1970. That was at my young age the "defining moment". Later in the early 1970's, my cousin Denny took me for a spin on his Kawasaki H2. I was completely in awe of the power and speed of two wheels. He then spent the entire weekend teaching me to ride his 1971 Yamaha AT1 dirtbike in the hills of Novato. I will never forget his patience and passion seeing me ride up my first hill climb. This was my second "defining moment" which placed speed and two wheels in my soul forever.
The Blue and Silver on my helmet and bike represents my first streetbike, a 1971 Kawasaki Mach III (H1) that taught me how to drag a motorcycle and road race. It's also the colors used on the Blue Flame, and the same color as the painted flames on my Cousins H2 back in the 70's. We carry those "good luck" colors forward now at all times with our bikes.
For over 44 years of my 52 here on the blue marble, I have raced, smashed and crashed probably more track bikes, road bikes, drag bikes, dirt and desert bikes than most people will ever dream of owning. Yet we soldier on, believing in the dream and destiny of being the fastest ever, just once, on two wheels. We set 3 Land Speed Records in the dirt mile at El Mirage on a Production Bike, and have plans to exceed 300MPH on a new bike with ideas and the talent of creative individuals who with their continuous help make dreams a reality. To be the fastest, just once.
It's difficult to wrap up 44 years of destiny building into one picture. But if I had to pick just one, I think this photo by Rick Brown really captures what 44 years of dreams and destiny building looks like, especially when at that very moment I realized my third and most powerful "defining moment" yet; I am not done. Much work awaits ahead.
And now you know the rest of the story.
May your dreams and destiny become reality for you as well my friends. Never stop, never give up.
Photo Credit to Rick Brown of Blackfire Photography.
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EastBayDave
- Kawasaki Fanatic -
wonder with the lack of rain, could you go to El Mirage & run?
Not really. The course was really chewed up in November, lots of sink holes to.
El Mirage needs rain bad. The lakebed is subpar where it needs to be.
As much as I love Top Speed in the dirt, and it really is home for me, it needs to be perfect. I'm not doing this to get killed. I'm doing it because it feels right. More so than B'ville or the MM. It is just the perfect blend that keeps me coming back to Elmo, and why we keep getting faster and faster there in the dirty mile.
BUT, I'm still considering the Mojave Mile though. Since crashing there in '11, I've had a lot of time to refocus on the mistakes I made and how to be better there. The MM folks are awesome also. First class all the way.
.
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2/19/14 Update
2014 Season Prep Underway!
Started working the Production Bike yesterday, assessing needs, fixing nits, what have you. The bike really held up well all 2013 Season, and still hasn't reached what I would consider it's ultimate top speed. IMO, I think she has a 206 in her still. She still sounds very tight, is holding compression well, and almost zero leakdown all around.
Don't think though I'm willing to put any more into her then just maintain a last season on her. We are so deep into the other bike now that we need to stay on the Blown Fuel bike and move efforts out of Production for economical reasons. She still has life in her, and I think can compete 1 more season without issues. We have some spares still around to keep her going, but if she smokes, I'm done with her.
The biggest goal is making me lighter and more fit. Losing the 40 pounds last year was awesome. Losing another 40 would be ideal. It's probably the most important thing I do now. The bike has the power. She'd do a lot better with a lighter me.
This week we will be goal setting on the new Blown Fuel bike to set milestones before April. She's on the frame table now working out center of balance issues and turbo placement. We ordered some new wastegates also, as the previous are incorrect for the new build. This week is Stainless pipe work and mapping out the sub-frame for positioning and cooling. More on that later.
I haven't found any good motor builder/machinist types for the Buell XB9 stuff yet. Most are in SoCal, and I'd like to stay NorCal if possible. There are builders, but most don't machine. There are Machinists, but most don't build. If anyone knows an experienced builder/machinist with HD/Buell stuff, let me know please. Otherwise I'll have to take the motor program for the 1000cc bike to SoCal, as two or three are interested in working with us down there. I'd much rather stay all NorCal if possible.
.
2014 Season Prep Underway!
Started working the Production Bike yesterday, assessing needs, fixing nits, what have you. The bike really held up well all 2013 Season, and still hasn't reached what I would consider it's ultimate top speed. IMO, I think she has a 206 in her still. She still sounds very tight, is holding compression well, and almost zero leakdown all around.
Don't think though I'm willing to put any more into her then just maintain a last season on her. We are so deep into the other bike now that we need to stay on the Blown Fuel bike and move efforts out of Production for economical reasons. She still has life in her, and I think can compete 1 more season without issues. We have some spares still around to keep her going, but if she smokes, I'm done with her.
The biggest goal is making me lighter and more fit. Losing the 40 pounds last year was awesome. Losing another 40 would be ideal. It's probably the most important thing I do now. The bike has the power. She'd do a lot better with a lighter me.
This week we will be goal setting on the new Blown Fuel bike to set milestones before April. She's on the frame table now working out center of balance issues and turbo placement. We ordered some new wastegates also, as the previous are incorrect for the new build. This week is Stainless pipe work and mapping out the sub-frame for positioning and cooling. More on that later.
I haven't found any good motor builder/machinist types for the Buell XB9 stuff yet. Most are in SoCal, and I'd like to stay NorCal if possible. There are builders, but most don't machine. There are Machinists, but most don't build. If anyone knows an experienced builder/machinist with HD/Buell stuff, let me know please. Otherwise I'll have to take the motor program for the 1000cc bike to SoCal, as two or three are interested in working with us down there. I'd much rather stay all NorCal if possible.
.
Last edited:
- Joined
- Apr 4, 2002
- Location
- Menlo Park, Ca.
- Moto(s)
- Keep me rocking life
- Name
- Budman
- BARF perks
- AMA Life Member #203453
Man. I missed that post with the awesome head shot. So 
Stoked to see you this year. This is a best of barf thread.. just waiting for you to call it a day..
Not sure I can wait that long..
Stoked to see you this year. This is a best of barf thread.. just waiting for you to call it a day..
Not sure I can wait that long..
APRIL 1, 2014 Update
We keep tearing the bike up and down, back together, apart, together, apart, together. Each time we find some little annoying thing. Britt has great eyes for finding problems. Today we found very fine hairline cracks in some body work.
I'm also not pleased with weighted swingarm, or our clutch. So the weighted one comes off, the clutch gets changed and we will arrange to have the motor measured and sealed in about a week for the season by the SCTA Chief Inspector.
We are officially in 45 day countdown to the season opener 17 May.
Here's Britt digging away looking for any issue she can.
We keep tearing the bike up and down, back together, apart, together, apart, together. Each time we find some little annoying thing. Britt has great eyes for finding problems. Today we found very fine hairline cracks in some body work.
I'm also not pleased with weighted swingarm, or our clutch. So the weighted one comes off, the clutch gets changed and we will arrange to have the motor measured and sealed in about a week for the season by the SCTA Chief Inspector.
We are officially in 45 day countdown to the season opener 17 May.
Here's Britt digging away looking for any issue she can.
Last edited:
augustiron
A firm member
I just read the 1/07 post
inspiring words. and timely.
go get em!
inspiring words. and timely.
go get em!
4/3/14 Update
Some bad mojo today. Salty electrical gremlins strike again...
I couldn't figure out why our interrupt (kill tether) was not working right.
So after testing the bejesus out of electrical end points, we went back to basic Point A-B testing on the harness. Because we have a "blended" hybrid harness of OEM-ECU and MoTec-Engine Harness, it can get tricky with whats doing what, especially as we feed off the OEM big wire electrical and relay/switch blocks.
The big issue was our special fuel pump. It would cycle, then not cycle, then cycle, and maybe not cycle when the Factory key switch was on, safety on, tether engaged. All of which should put 12v at the pump. Nope, only sometimes. So obviously a shorts somewhere.
We started with testing the big pump. And this thing is big! We have to regulate return side fuel way down, but at WFO, I need big un-interupted fuel. So we gave it source power (direct) and it pumps fine. I then tested the original source power to see if it was in-band, yup, 12.4v on IGN, SFTY, TETH. Pull the TETH, power out. OK, Perfect right?
That's when it gets hairy. I cycled all the switches again and I got zip at Pump source power. It blipped like 0.3v but the 0.0v. I'm like to myself, "hey stupid, wtf?". As I was jiggling the key back and forth, there was an intermittent state when source was all go, then dropped like a hot potato. The more I effed with the Ignition, the more we discovered a fault in the rotary internal switch.
While I was finally relieved we found the "mystery" phantom, it's a bit disappointing because this is like our 3rd Ignition Key Switch on this thing. I swear the Salt is eating them alive. But it appears there may be a mild flaw with the rotary mechanism as well. I'll rip it apart after we get the new one in place, but it's always something. 4 weeks to blast off and we have to go through all the electrical again. So bikes all apart again, just after we got it back together again. Kashitski.
.
Some bad mojo today. Salty electrical gremlins strike again...
I couldn't figure out why our interrupt (kill tether) was not working right.
So after testing the bejesus out of electrical end points, we went back to basic Point A-B testing on the harness. Because we have a "blended" hybrid harness of OEM-ECU and MoTec-Engine Harness, it can get tricky with whats doing what, especially as we feed off the OEM big wire electrical and relay/switch blocks.
The big issue was our special fuel pump. It would cycle, then not cycle, then cycle, and maybe not cycle when the Factory key switch was on, safety on, tether engaged. All of which should put 12v at the pump. Nope, only sometimes. So obviously a shorts somewhere.
We started with testing the big pump. And this thing is big! We have to regulate return side fuel way down, but at WFO, I need big un-interupted fuel. So we gave it source power (direct) and it pumps fine. I then tested the original source power to see if it was in-band, yup, 12.4v on IGN, SFTY, TETH. Pull the TETH, power out. OK, Perfect right?
That's when it gets hairy. I cycled all the switches again and I got zip at Pump source power. It blipped like 0.3v but the 0.0v. I'm like to myself, "hey stupid, wtf?". As I was jiggling the key back and forth, there was an intermittent state when source was all go, then dropped like a hot potato. The more I effed with the Ignition, the more we discovered a fault in the rotary internal switch.
While I was finally relieved we found the "mystery" phantom, it's a bit disappointing because this is like our 3rd Ignition Key Switch on this thing. I swear the Salt is eating them alive. But it appears there may be a mild flaw with the rotary mechanism as well. I'll rip it apart after we get the new one in place, but it's always something. 4 weeks to blast off and we have to go through all the electrical again. So bikes all apart again, just after we got it back together again. Kashitski.
.
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augustiron
A firm member
why have a stock keyed switch at all? no one is going to run off with your bike on the flats. Why not use a weatherized industrial switch?
cencalballer
New member
2/19/14 Update
2014 Season Prep Underway!
Started working the Production Bike yesterday, assessing needs, fixing nits, what have you. The bike really held up well all 2013 Season, and still hasn't reached what I would consider it's ultimate top speed. IMO, I think she has a 206 in her still. She still sounds very tight, is holding compression well, and almost zero leakdown all around.
Don't think though I'm willing to put any more into her then just maintain a last season on her. We are so deep into the other bike now that we need to stay on the Blown Fuel bike and move efforts out of Production for economical reasons. She still has life in her, and I think can compete 1 more season without issues. We have some spares still around to keep her going, but if she smokes, I'm done with her.
The biggest goal is making me lighter and more fit. Losing the 40 pounds last year was awesome. Losing another 40 would be ideal. It's probably the most important thing I do now. The bike has the power. She'd do a lot better with a lighter me.
This week we will be goal setting on the new Blown Fuel bike to set milestones before April. She's on the frame table now working out center of balance issues and turbo placement. We ordered some new wastegates also, as the previous are incorrect for the new build. This week is Stainless pipe work and mapping out the sub-frame for positioning and cooling. More on that later.
I haven't found any good motor builder/machinist types for the Buell XB9 stuff yet. Most are in SoCal, and I'd like to stay NorCal if possible. There are builders, but most don't machine. There are Machinists, but most don't build. If anyone knows an experienced builder/machinist with HD/Buell stuff, let me know please. Otherwise I'll have to take the motor program for the 1000cc bike to SoCal, as two or three are interested in working with us down there. I'd much rather stay all NorCal if possible.
.
I don't exactly what you need but you may want to try Steve at Pinit in Seaside California. He builds XR motors for flattrack and other racing motors for all sorts of purposes.
Because in Production Class it must be Production.
On the other bikes, we use an industrial on/off.
.
Charles R
Well-known member
Makes sense. Are you allowed to set it to an 'on' position, and then do your switching downstream? It could let you seal it up, while still being 'production'
We have a lot of "hidden" electronics on this thing already, including a very special hybrid harness. And because visible factory items must function like factory items, in this case, and particularly only in production, there really isn't anything else we can do but use factory components un-modified.
On the other bikes, I just use a big main kill switch instead.
.
- Joined
- Apr 4, 2002
- Location
- Menlo Park, Ca.
- Moto(s)
- Keep me rocking life
- Name
- Budman
- BARF perks
- AMA Life Member #203453
Has anyone said how bad ass you are for chasing this???
You are.
Head down / throttle open.
I say head down because of the time / mechanical challenge.
Throttle open. Duhhhhhh!
You are.
Head down / throttle open.
I say head down because of the time / mechanical challenge.
Throttle open. Duhhhhhh!
4/19/14 Update
Finding problems usually begets finding more problems.....
It's a vicious cycle that drives me nuts. Yes, I'm a little OCD about certain things. Especially when I strap my body aboard a projectile that I believe may be less than perfect. And of course, it can never be perfect. But it can be right.
So a mild little hidden electrical gremlin we had experienced before went on a party rage again and began shutting down fuel delivery. I thought maybe our harness or the MoTec was wacky, but the program and hardware is fine. It was only when I started really picking away that the problem revealed itself. Now the first time the problem occurred, I mildly blew it off as a one time thing. But when it repeated, I began to suspect a mild design flaw somewhere.
The issue is corrosion creeping into the rotary ignition key switch from the underside of the housing. What that did was fault the contacts inside the switch and erode the solder points. When this happened before, I blew it off as garbage getting inside the key housing. But the more I examined the the ignition switch housing, I could see where salty goo was creeping in.
Here's the key switch, you can see some corrosion on the outside, theres a lot more inside...
That in turn was preventing one of the relays from providing power to the massive fuel pump I have running inside the frame, and pressure controlled with an aermotive pressure reg. and this mess of lines...
Looking back like I do at all these problems post-mortem, it's always the simple things that can make the biggest mess. This stupid gremlin had us scratching our heads for season after season, replacing a lot of electrical parts to find the root cause. When in fact the root cause was under my fingers when I played around with the key switch and replicated the problem to my surprise, and disappointment. But hey, that's Racing as they say. To bad "they" couldn't help me find this sooner.
Finding problems usually begets finding more problems.....
It's a vicious cycle that drives me nuts. Yes, I'm a little OCD about certain things. Especially when I strap my body aboard a projectile that I believe may be less than perfect. And of course, it can never be perfect. But it can be right.
So a mild little hidden electrical gremlin we had experienced before went on a party rage again and began shutting down fuel delivery. I thought maybe our harness or the MoTec was wacky, but the program and hardware is fine. It was only when I started really picking away that the problem revealed itself. Now the first time the problem occurred, I mildly blew it off as a one time thing. But when it repeated, I began to suspect a mild design flaw somewhere.
The issue is corrosion creeping into the rotary ignition key switch from the underside of the housing. What that did was fault the contacts inside the switch and erode the solder points. When this happened before, I blew it off as garbage getting inside the key housing. But the more I examined the the ignition switch housing, I could see where salty goo was creeping in.
Here's the key switch, you can see some corrosion on the outside, theres a lot more inside...
That in turn was preventing one of the relays from providing power to the massive fuel pump I have running inside the frame, and pressure controlled with an aermotive pressure reg. and this mess of lines...
Looking back like I do at all these problems post-mortem, it's always the simple things that can make the biggest mess. This stupid gremlin had us scratching our heads for season after season, replacing a lot of electrical parts to find the root cause. When in fact the root cause was under my fingers when I played around with the key switch and replicated the problem to my surprise, and disappointment. But hey, that's Racing as they say. To bad "they" couldn't help me find this sooner.
Last edited:
Big Thanks to Viets-Sportbike Upgrades!
5/9/14 Update
First, I want to Thank Viets-Sportbike Upgrades for helping us again another Season. Jeff and Scott are top notch and have been there for us year over year. Thank you and please visit http://viets-performance.com/!!
Next, I want to personally thank Former AMA Racer Scott Gooch for his support so far this year. He really went out of the way to make sure our tire sets got to us, and we greatly appreciate it. Thank you Scott!
Papi and Scott @ Shooting Star Racing
We are in the final days of prep before we are in inspection next Friday. As usual, a billion things to do. We are also super happy to be bringing up Rookie Nick Gomez here on teh barf and his Hayabusa Modified that will be competing. Nick will be part of our Shooting Star Racing Team and we are happy to have him.
We will post his progress on: https://www.facebook.com/ShootingStarRacing
I look forward to posting up our progress this season and another year of Top Speed adventures. We are really hopeful that Blown Fuel Class will become a reality this year to. I cant wait! In the meantime, it's another season opener on Production 1650, so wish us luck!
.
5/9/14 Update
First, I want to Thank Viets-Sportbike Upgrades for helping us again another Season. Jeff and Scott are top notch and have been there for us year over year. Thank you and please visit http://viets-performance.com/!!
Next, I want to personally thank Former AMA Racer Scott Gooch for his support so far this year. He really went out of the way to make sure our tire sets got to us, and we greatly appreciate it. Thank you Scott!
Papi and Scott @ Shooting Star Racing
We are in the final days of prep before we are in inspection next Friday. As usual, a billion things to do. We are also super happy to be bringing up Rookie Nick Gomez here on teh barf and his Hayabusa Modified that will be competing. Nick will be part of our Shooting Star Racing Team and we are happy to have him.
We will post his progress on: https://www.facebook.com/ShootingStarRacing
I look forward to posting up our progress this season and another year of Top Speed adventures. We are really hopeful that Blown Fuel Class will become a reality this year to. I cant wait! In the meantime, it's another season opener on Production 1650, so wish us luck!
.
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Thanks buddy, come visit soon, miss seeing ya.