Buell Chart

[Guest Guest]

This is a dyno run of a guy with an old Buell after a few modest mods. I'd be very happy with a dyno like this. I am trying to tune the Sport for more low end torque. Actually, this guy does a few more intense mods and increases this chart all over the place - but for me, I could live with these numbers and be quite happy. I don't think the Sport makes any real torque till after 55 grand or so - too late in my book......

 

Maybe we can post dynos here and check them out - if you've already done this (probably) then just check this out. I'll post my dyno in a couple months when the recall and stuff is over.

[Guest Guest]

Here's the graph:

 

[Guest Guest]

Oh yea, one last comment:

 

 

 

"Horsepower is an illusory mathematical equation;

Torque is real and the source of all good things in the world"

[V11UK]

Very interesting. My 1997 Buell S1 with stage 1 tune develops 86 BHP and 83 FT/LB at low, low revs. If you want straight 'off the throttle' pure torque, a 1203cc Buell is the thing to have. Pure fun

[al_roethlisberger]

....yep, there's no replacement for displacement

 

(Heh, I'm a poet and didn't know it! )

 

There are several cams and other mods that will move the torque curve on the V11 appropriately, but it generally is a trade off. It just depends what one's goals are... low end grunt or high end power.

 

In the real world, to me low and mid end power is the way to go, and would happily sacrifice a few top HP to get a smooth power delivery.

 

Although I've mentioned many times that I'd like to get 90 rwhp as a goal, IMHO top HP numbers are often more about bragging rights versus real world rideability.

 

Torque is king

 

al

[Guest John T]

 

There are several cams and other mods that will move the torque curve on the V11 appropriately, but it generally is a trade off.

Megacycle 620X9 cam, no downside that I can see on the dyno or while riding.

My torque numbers approach the Buell and does much better hp wise.

[al_roethlisberger]

...which I will be installing in a month

 

I'd get an x10 but don't want to get a valve job again for just the cam, which requires the valves to be sunk a bit. So it's the x9 for me

 

 

al

[Guest John T]

Good choice Al.

 

The X10 might be good for the upper rev range and maybe some more peak hp, but I would think you might lose some middle grunt, and that is not good for a street bike.

 

Now I'm thinking of a Mike Rich piston kit to round out my mods.

[gthyni]

Bah, torque is for wimps, I got an excellent 6-speed gearbox

 

Jokes aside,

a V11 has lots and lots of torque compared to most modern sport bikes,

and for example a Honda Fireblade giving about 130 hps on the RW from

less then 1000cc is very easy to ride.

[Guest mikemason]

I have the 620X10 in my V11S, it might have lost some low end torque but I haven't noticed. When I accelerate from 3500rpm it pulls much stronger than stock. Also the 620X10 isn't really that big of a cam when you take into consideration cam timing and duration.

[Steve G.]

I've riden all the Buells that have come out, including a weekend loan from the local dealer of a new "factory kitted" XB9 , headers, cams, chip, heads, the works really. Being that it is a much smaller bike, this appeared to be the main advantage of this bike over a V11.

We can get into another thread over the reasons to take an engine known for it's bottom end torque, and make it rev to get it's power. In the old musclecar era, a big block was always slower out of the hole in the q-mile, but really stretched it's legs as it got going. I think this kitted XB9 suffered by making it rev, rather than getting more torque as these long stroke engines are known for.None of us were very impressed.

We can get into another thread about Buell fit and finish, giving the casual observer the idea that these things are just home made kit bikes. But that conversation would also bring up the documented problems that Moto Guzzi sometimes has. More than once I have come back from an escorted demo ride with oil all over my left leg from a new Buell. Really!

Ain't bikes great?

Ciao, Steve G.

[al_roethlisberger]

I have the 620X10 in my V11S, it might have lost some low end torque but I haven't noticed. When I accelerate from 3500rpm it pulls much stronger than stock. Also the 620X10 isn't really that big of a cam when you take into consideration cam timing and duration.

 

..that's true, in that the x10 not that wild of a cam from what I understand. Mike Rich is actually now recommending the x10 based on many owners' feedback, and says the x9 is really quite mild and is what he would consider still very much a street cam, and that the x10 isn't too much "wilder."

 

I would give the x10 a try if it didn't require my getting the valves redone. Since I just had them done last Winter while I had the heads ported, I don't want to send them off again just for an unknown and probably minimal difference.

 

I would love to see similar bikes dyno'd with both cams, to see the differences and where their "sweet spots" are for both.

 

al

[gthyni]

How much will the valve have to be sunked to let us use a x10 camshaft

without risking contact with the pistons?

[Guest mikemason]

When searching for a cam I found out that alot of the statements made about how well a cam performed was relating to the 949cc motors. For example the 620X10 might be a big cam for a 949cc motor but with a extra 115cc on a 2 cyclinder motor it makes a difference.

 

Also as far as sinking the valves for the 620x10 cam, when I researched it I found out from TLM and some other builders that you might or might not have to sink the valves. The V11S uses a .5mm smaller valve than the 1100 sport if I remember correctly. I didn't have to sink the valves and I also have Ross high compression pistons. I used clay to measure the piston to valve clearance, my main concern was the amount of duration and had to make sure the valves didn't run into each other as both valves are open at the same time.

[al_roethlisberger]

I didn't have to sink the valves and I also have Ross high compression pistons. I used clay to measure the piston to valve clearance, my main concern was the amount of duration and had to make sure the valves didn't run into each other as both valves are open at the same time.

 

 

....hrmm, not sure. I'm just going by what Mike Rich says, and he was concerned about the valves getting "tangled up" when both open with the x10, as you mention.

 

Could you do us a favor? Could you give Mike Rich a call, and talk to him about your observations? This would be really good to clarify, as many folks would like to the use x10, but I think(going from memory) he said they need to be sunk 20 thousandths.

 

Mike Rich Motorsports

FOR TECHNICAL SUPPORT DIAL: (631) 874-7032

FOR TOLL FREE SALES DIAL: 1-866-MRM-SPORT

 

Let us know what he says!

 

thx

al