Two of these will be built simultaniusly; one as my flagship; one to sell afer break in. Mine will be wrapped in an R1/XV1700 chassis. The other will be sold and shipped out as just an engine with all the connections in place - it will be bolt-in and go.
Cams designs are going to go to a Korean concern that I've been in contact with. We're looking for .600" lift across 320° of rotation with 112° LBA. The supercharger company has assured me that this is ideal. However, under the long periods of overlap there is ample time for unburned mixture to be blown stright out the exhaust. . . . Maybe they were pulling my leg?
Look for 108mm Nikasil bores with either a Raptor 700 water pump running off the clutch outer or an M109R pump in a yet to be determined location. There will, of course be a thermostat and housing with a temperature sensor. The radiator will mount high in front of the coils. On each down tube in front will be a radiator for the oil; which will be tapped from the oil filter cover. An air-to-air inter-cooler will mount under the headlight. Boost will be ducted back to a single RC51 throttle body with injectors in each intake runner.
Stroke will likely be 84mm with balancing done. The centrifugaal supercharger will be run either from the oil snout on the right side or off the rotor on the left. The blower itself will be mounted fairly low out font, between the oil coolers and below the radiator. There will likely be a water/methanol injection system mounted behind the seat. The ECU will be below the front of the seat. There will be a therocouple driven temperature meter for each head.
A Touch of Reason
The thread-to-thread distance of the closest studs at case level is 117mm. These studs need aluminum all around to grip. 117mm - 3mm twice yields 111mm. The sleeve company likes a minimum of 2.5mm OD thickness. This gives a bore of 106mm. For safety/reliability's sake, this should be our maximum. An 84mm stroke seems plausible without hitting the windage tray or any transmission gears. 106mmx84mm yields 1483cc - plenty for a motor designed around 700 to 1100 displacement. A hole would need to be champfered to duct oil to the cam shain sprocket/gear pivot. Fuel injection would be of the stealth variety - stock-looking carbs with a MAP, TPS, and fuel rails on the inside; out of sight. The vaccum slides would be epoxied all the way up and the carbs would act as throttle bodies with an injector (maybe two) in the flanges. Forty millimeter inlets should be more than adequate for all but the most extereme motors, and would pose little restriction under boost.
The fuel pump would be a problem. Presuming boost would be present, the frame would be pressurized. The ports would be enlarged, but not to extremes. The cam timing and lift would be on the order of a Megacycle 258x2; nice accelleration all the time without a lot of overlap to spray mixture out the exhaust. The inter-cooler would be mounted on the forks, below thw headlight. It would operate as air-to-air until boost reached 1.5 atmosphers (~20psi), therupon it would introduce dry ice cooled fluid. The oil feed from the filter cover would be split off to feed the lower end with about half going to radiators mounted on the feed side of the heads. At 2 bar (30psi), water/methanol injection would kick in.
The aluminum sleeves would allow the thermostat-controlled flow of coolant to a three core, two-fan radiator triggerd by coolant heat. Due to the relatvely weak crank end on the right, the supercharger pulley snd shroud would of necessity come off the rotor. The rotor would be a Yamaha-modified unit from an XVS1100. There is one ignition pickup. Multiple rare earth magnets would trigger the pickup, establishing timing (with waste spark)and injection events. We avoid triggering off the cams as these advance and retard due to throttle position, and at high RPM they form nodes that lock the ignition in a less than optimal state.