Hello, does anyone know (or know of anyone?) how this has been done before? I know my bike was raced as a wetsump engined bike. I've found my way here from Carpe TDM (its a long way) and have slowly been piecing together my FZR/TDM/TRX, but I'm still pondering the oiling system.
Having read the troubles of the guy that bought Mofo's Tigcraft, I'm even more nervy.
So, what the process to wetsump one of these?
Thanks in advance for any advice, Dirk
Wet sump conversion?
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dirk nobody
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Mincehead
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Re: Wet sump conversion?
Eh, why do you want to wet sump it? CHECKING the oil properly and regularly is the issue not the fact that the TRX is a dry sump motor.
I guarantee that a wet sumped TRX will make less power, run hotter and be less efficient overall than a properly maintained dry sump one.
I guarantee that a wet sumped TRX will make less power, run hotter and be less efficient overall than a properly maintained dry sump one.
LOUD PIPES SAVE LIVES
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cal
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Re: Wet sump conversion?
I would have a fair bit less ground clearance as well, and then perhaps be more prone to a knock
Cal
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M.V.
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Re: Wet sump conversion?
Can you pair elaborate on that? I would have thought it'd be pretty much the same either way...?
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cal
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Re: Wet sump conversion?
On the trx the oil is held above the crank and pumped to it with the oil being scavenged and pumped back up to the top, on a wet sump the oil is stored at the bottom of the engine and pumed round from there, with gravity feeding it back down, so basicly you need somewhere to store the oil, and enough oil to make sure that as it drains into the sump there is still a reserve of enough oil to pump round so that the components wont run dry of oil, which means a deeper sump basin = less ground clearance.
As for a knock its not really gonna happen on the road day to day riding but might bumping up a kerb or whatever when parking / putting the bike away
Edit... ah were you meaning Minces post?...
As for a knock its not really gonna happen on the road day to day riding but might bumping up a kerb or whatever when parking / putting the bike away
Edit... ah were you meaning Minces post?...
Cal
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dirk nobody
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Re: Wet sump conversion?
Guys thanks for the replies, I should have been clearer in my original post.
The situation is I have Nial Balls (no, not a illness!) ex BOT chassis. This is an FZR400 chassis modified for a TDM850.
As raced (in 1999/2000) it had its engines wet sumped, you can read the race reports over on CarpeTDM website.
I purchased this from a guy on the PB forum, but it turn's out the engines eaten a big end bearing. There is no room for the oil tank on top of the engine, so its re-located under the rear seat. It 'may' have run in this config, but I'm not sure.
I have a TRX engine to go in (out of a running/complete bike), but want to acheive a good oiling solution before fitting this good engine.
So the question remains, does anyone on here have the knowledge?, certainly it wasnt TTS, since the TTS engine used in 2000 was wetsumped by Nial.
Thanks, Dirk.
The situation is I have Nial Balls (no, not a illness!) ex BOT chassis. This is an FZR400 chassis modified for a TDM850.
As raced (in 1999/2000) it had its engines wet sumped, you can read the race reports over on CarpeTDM website.
I purchased this from a guy on the PB forum, but it turn's out the engines eaten a big end bearing. There is no room for the oil tank on top of the engine, so its re-located under the rear seat. It 'may' have run in this config, but I'm not sure.
I have a TRX engine to go in (out of a running/complete bike), but want to acheive a good oiling solution before fitting this good engine.
So the question remains, does anyone on here have the knowledge?, certainly it wasnt TTS, since the TTS engine used in 2000 was wetsumped by Nial.
Thanks, Dirk.
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Mincehead
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Re: Wet sump conversion?
You`ve stirred my interest enough to trawl around a bit Dirk and sorry it`s a huge cut and paste from CarpeTDM folks but it makes a very interesting read. The link doesn`t seem to work sadly but perhaps any other CarpeTDM members that are also members here can help in digging up the 6 articles written by Nial?
This is a post from a Carpe TDM member by the name of dapleb in July 2009:
Grrr that was bothering me good....knew I had seen alot of info about Nial Ball and couldnt remember where...then the old noggin fired up and I remembered the Library on site number 2? The links are all fooked but the text is still there. It is indeed a 3VD he used, snot a fartyx.Will copy below to remove all of the junk code. direct linky dink here: http://www.carpe-tdm.net/tdm/library.asp (first 6 farticles written by Nial).
TDM Racer: A Bit Of History
I think a bit of history is called for here for those whodon't know. For racing last year we built a bike based on an FZR400RR chassis and a TDM 850 engine - don't ask me why the TDM but it seemed like a good idea. Our aim was for a light bike with the grunt to pull a caravan. The result can be viewed on this page.
The engine is the old 360 crank motor converted to wet sump. We run 1.00mm oversize OVER pistons, megacycle cams, Carillorods, Keihin flat slide carbs, Dyna 2000 adjustable ignition (5 advance curves) and the exhaust is an OVER copy. Last years engine put out 105 hp at the wheel and 67 Lb/ft torque from 4,000 to the redline at 9,500.
So, there you have it - last years bike.
Things have been progressing slowly over the winter but this was/is the game plan. Shed another 15 pounds off of the bikeand increase power to 115 hp at the wheel. EASY! It allseemed easy last November but then we didn't reckon on oversize valves being as rare as rocking horse shit. We eventually sourced two sets of valves with the kindassistance of Greenhill Racing. Paid for the valves, valvesturn up but only very nearly finished. The new valves were heavier than the originals and the stems had not been wasted so off to the machine shop for finishing - and they are still there!
The cylinder head has been opened up for the new valves and re-flowed so things should get moving soon.
The winter chassis work has been quite extensive. New alloy sub frame, re-worked forks, Dymag wheels and new lighter fairing. The old fairing had been chopped about and added to over the season and was getting to be about the heaviest part of the bike! We re-finished the old fairing and sent it off for a pattern to be taken. Two weeks later, yesterday, I collected the dogs nuts of a fairing. It is a combination of glass and carbon fibre and weighs less than a castrated gnats bollox. The fairing has been laid up using polyester resin so you can almost bend it in half without it breaking.The front bubble weighs 700 grams and each side 800 grams each! With the fairing, wheels etc. we have got the bike down to 140Kg with oil and water.
While we are waiting for the number one engine to come back we stuck the spare engine in the frame. This engine was built by Richard Albans of TTS last year and for one reason or another it has never been fired up. Over the winter I converted this engine to wet sump. Yesterday we fired it up for the first time and it sounds strong. Of course we need to run it in yet but two hours on the dyno should sort that. Power figures are not available for this engine yet but it feels 100+ hp - pulling away from a standstill the back end shot round and damn near spat me off and that was a brand new tight engine! We should have figures some time next week so watch this space. We will run it up again tomorrow just because we love the sound :0)
Things are getting a bit tight for the first meeting on 26thMarch but I have no doubt we will be there. PEMBREY, SOUTHWALES, 26th MARCH - SEE YOU THERE.
Yes, we were second in the NGMCC Sound of Thunder championship last year on a brand new bike and I hadn't raced since 1992. For this year the bike has had a season for development and I have blown out the old cobwebs so roll on Y2K!
Regards
Nial
Pembrey Road Races - Sunday 26th March 2000
Sunday saw the opening round of the North Glos. Road Racing Club Sound of Thunder Championship - open to all twin and triple motorcycles.
Following a dry start to the day the weather soon deteriorated and the wet tyres came out of wraps. We were allocated second row of the grid and set out on the warm uplap. The track was sodden with a great deal of standing water. The race got under way without drama although my start could have been better. Into the hairpin for the first time in fifth, gently on the throttle on the cold tyres. Upto fourth exiting the long sweeping left hander and the tyres are feeling better already, time to get going. Hard into the following right hander and underneath Rich Llewelyn on his rapid 748 Ducati. Now the tricky bit.
I am being led by a VERY fast 996 Ducati and an even faster 125 single (different class). The 125 is piloted by the current Welsh champion and Pembrey lap record holder. The 125 is slowly creeping away and I am being held up by the Ducati, slower through the turns but much quicker on the straight. At last, his first big mistake, he out brakes himself into the hairpin, front wheel locked. I take the chance to dive underneath and I know he is not going to seeme again. The wet tyres are working hard and my lap times are falling, knee on the tarmac in the wet and I have the photographs to prove it! I am closing fast on the Welsh champion as we start to mix with the back markers and I haveto settle for second place overall but took the class win inthe Sound of Thunder Championship.
Race two - oh dear! After our first race win we knew we had the second race in the bag. Three seconds a lap faster than the next twin and the Welsh Champion had failed to start onhis 125. Front row of the grid, pole position. The track is still running with water and I am full of confidence as we set off on the warm up lap. Two cylinders suddenly become one cylinder! Quickly I head back to the pit area suspecting a flat battery - total loss ignition - I change the battery and fire up the bike. Still only one cylinder so we have to wave the white flag as the starter waves the National flag. On later inspection it turns out to be a cracked plug cap - £2.50 worth of parts and it cost us a very easy 14 points. Oh well, that's racing!
Thanks to our sponsors - Wheelers (Westbury) Ltd., RygorGroup Services, Trio Plastics, Middleman & Major and Phoenix Motorcycles - and thanks to our supporters.
Regards
Nial
Marshall Road Racing Team
Sound of Thunder Championship NG MCC RR North Gloucestershire MCC-Road Racing
I must admit that I wasn't entirely looking forward to the racing having slithered around a wet but drying practice session. A proper wet meeting should be a bundle of laughs on this track!
Prior to the first race I took the chance to watch the unlimited race knowing that the Ducati boys normally give it a bash. I expected to find them all shoring up the back of the field other that Phil Beaven, I imagined that he would be somewhere in the first half of the field. But what is this? Beaven around 6th and Rich Llewelin easily in the first 12 or so. Hmm ... perhaps we may have some work to do in the twins.
I can't say that I had written off anyone in the race as every dog has it's day - I just knew that on the TDM I may struggle for top end on the new long back straight. So off we go. Second into the first left hander, holding my own the first time into the back straight, steady on the brakes the first time into the hairpin and WHAMO! Some big hairy assed yobbo on a bright yellow tank decides an elbow in the ribs of the opposition may gain some small advantage. And he was bloody well right - split second decision, grass, rocky outcrop or the gap between the cones. What is a man to do? The cones it was.
Having politely waited for the following traffic to pass I rejoined in last place - WILLIAM YA GIT! I wasn't disappointed with my ride as I finished sixth overall and recovered some points for my pains.
Wil was waiting for me at the van when I got back and looking very red. After you have raced with someone for a few years you get to know those that would stuff you on purpose and I know that Wil is not one of those so no hard feelings, that's racing! I was determined to give him a hiding in the second race though - AND HOW :0)
I got a reasonable start in the second race but ended up behind Phil Beaven - who got the hole shot! - Rich Llewelin and his mate who's name I can't remember (sorry). I don't know what it is about these Ducatis but they all seemed bloody fast on the back straight, even the 748. Now I wasn't about to be beaten by Rich let alone his mate. Let me explain about Rich - he is a really nice bloke and dead friendly but the day he wins a race (and he will) you will NEVER hear the end of it!
Having followed them for a lap or two I knew that they were both a bit slower than me on the right left flick before the hairpin and all I had to do was show a wheel on the way in and I knew they would pick their bike up. Rich's friend was the first to go - hard underneath into the right hander and sure enough, up he got and away I trot. One more lap and I did the classic inside line into the hairpin on Rich - even he was impressed, he told me so after the race, and told me, and told me, and told me :0) Sorry, I made that up, he did tell me but only once *tehe*
I gave chase on Phil Beaven but I had taken too long to get past Rich et al and the end of the race came a bit soon. Two more laps and I would have caught Phil - so my team tell me - but then maybe Phil eased off once he had his lead. I am just waiting to see the official results as Phil and Rich had identical times (and the lap record) in the first race. Now I figure it like this, Rich was quick in the second race but I passed him and then I started to catch Phil so I am rather hoping for at least fastest lap if not lap record - we shall see.
Oh yes Wil - It isn't your bike, or you or your wheels. Some tracks just suit some bikes better than others and the Ducatis were quick on this track.
Roll on the next Keevil meeting - I am even going to fix my blown head gasket for that race! I used just about all of the water in the header tank in every race (pressurising and blowing out of the overflow). I'm sure a new head gasket should be worth a little bit along the back straight.
Regards
Nial
Marshall Road Racing Team
Keevil Airfield can be found a couple of miles outside of Trowbridge, Wiltshire. The entrance to the airfield is via STEEPLE ASHTON and not from Keevil village.
Rounds 5 and 6 of the N.G.M.C.C. Sound of Thunder Championship
Once again saw us at Keevil Airfield. It is unusual to have two Keevil meetings so close together but at least it gave us the advantage of track knowledge. Unfortunately the opposition seemed to have retained as much knowledge as us!
Following a misty start the sun soon shone through and we were rewarded with the ideal racing conditions. It was going to be a 'quick' day.
Practice came and went without incident and the bike seemed to be running better since the engine rebuild following the last meeting - probably fixing the leaking head gasket accounted for most of the improvement! The good thing about an event-free practice is the increased tea drinking time waiting for the racing to start.
Race 1 - I was allotted second row of the grid which is not really a big disadvantage as most of the front row is made up of smaller single cylinder bikes. I anticipate the start well but the bike seemed to drag away from the line without the usual front wheel pawing the air. The Ducati riders, Phil Bevan, Rich Llewellin and Robert Anderson, all seemed to bound away from the line and disappeared into the first left hand hairpin with me in hot pursuit. The TDM has a speed disadvantage over the Ducatis but I managed to settle in behind Rob Anderson and accepted the tow along the fast back straight.
Since our last Keevil outing I can only guess that Rob had carefully analysed his riding because where he was slow last time out he certainly was not slow this time. All I could do was play 'follow the leader' and hope that he made a mistake. The 'mistake' came on lap three and I took the chance of the inside line into Paddock Hairpin and set off after Phil and Rich. Each lap I felt that my bike was slow to exit the hairpins but I could not put my finger on the problem. The remainder of the race was run with each rider holding station - Phil Bevan took the win, Rich Llewellin second with me taking the last place on the rostrum.
Race 2 - Following the first race I made some minor changes to the bike and noticed that the adjustable ignition had been set to the wrong advance curve. Maybe this would explain the sluggish response to the throttle, time would tell. Onto the grid for the second race and this time I am promoted to the front row following my third place in the first race. With the warm-up lap over and we all wait with engines revving for the flag to drop. As the flag begins to move I am already rolling and anticipate the start perfectly. This time things are very different, the front wheel begins to lift and settles four or five inches above the tarmac. The bike catapults forward and the front wheel would head for the sky if I let it - this is more like it. Phil Bevan had an equally good start and dived for the inside line into the hairpin. With his wheel in front of mine I gave up the line and tucked in behind. 145 mph at the braking point and I am surprised that Phil has not pulled out a more substantial lead. There is still no sign of the other Ducatis snapping at my heels.
Why could this not have been the first race? I keep my head down and press on fearing that Rich Llewellin would soon be pressing me for second place. I managed to glance back at Steeple Hairpin and there seemed to be an awful lot of bikes back there but there is no sight of rich - either he is close behind or has fallen, I suspect the former. Phil began to pull out a lead, ten or fifteen yards advantage along the main straight each lap soon adds up to an unassailable lead and I know that Phil is out of my grasp. I finish in second and as I cross the line I take a long hard look behind to see Rich and Rob battling it out together. I had beaten the Ducatis fair and square - at least two of the three anyway.
Our next championship round will be held at Abingdon on Sunday 18th June. Abingdon should suit us better as there are more twists and turns and less of a speed disadvantage. Besides, we are hoping that the new 'big valve' engine will be ready in time for Abingdon - read quicker!
A new sponsor has joined us in the shape of Powerdoor & Gate Limited who we have to thank for a Techtronics Quick Shifter. This gizmo will allow full throttle, clutch less, gear changes and should be worth up to one second per lap or approximately 200 metres per race. We were also approached by Talon Sprockets who are looking for well prepared bikes to sport their new range of Italian 'Braking' disc brakes.
Thanks again to all of our sponsors - Trio Plastics, Rygor Group Services, Wheelers (Westbury) Limited, Myddelton & Major and Powerdoor & Gate Limited. Also, thanks to our supporters who were out 'en mass' for this meeting.
Nial
Marshall Road Racing Team
Keevil Airfield can be found a couple of miles outside of Trowbridge, Wiltshire. The entrance to the airfield is via STEEPLE ASHTON and not from Keevil village.
TDM Racer : Race Report Dalton Barracks, Abingdon june 18th 2000
Following a brisk walk of the new for 2000 Abingdon circuit
the hunt was on for gearing that would suit the seemingly
never ending back straight! From entering the straight any
person at the far end looked a speck in the distance. This
weekend was going to be tough against the faster 996
Ducati's. But while we are doing everything we can given the
circumstances, like eating bacon sandwiches and drinking
tea, there is talk of a chicane being installed on the back
straight - sunshine, bacon sandwiches AND a chicane, things
are certainly looking up.
Saturday practice was a mainly uneventful day with everyone
wobbling around getting acquainted with the new circuit. The
track was going to be fast, chicane or not. There was plenty
of grip in the sunny conditions and every bend was fast and
sweeping. It was all going to be down to who dared enter the
bend the fastest - we were confident that we could match the
Ducat's in the turns if not the straight.
We woke up on Sunday morning to blazing sunshine. Surely in
could not be hotter than yesterday! Yes, it could!
Scrutineering came and went, tedious but necessary, safety
comes before anything else. Morning practice gave us a
chance to scrub in a new set of tyres and wind up the wick.
The bike was on song pulling strongly from 5000 rpm through
to the red line and new quick shifter helped to catapult
the bike along the back straight like a bullet. The quick
shifter allows 'full throttle' gear changes without using
the clutch and was kindly donated by Powerdoor and Gate Ltd.
Race 1 - A rather worrying state of affairs had occurred.
Although grid positions are allocated by receipt of entry,
and I was on the front row, it would appear that due to a
clerical error we now had to draw for grid positions - card
out of the hat style! I just could not believe it when the
start marshal drew the card and informed me that I was on
the front row, why can't the lottery draw ever go like that?
Anyway, front row it was, to my relief. I looked behind as
the grid formed up and it looked like all of the quick boys
had been lucky with none of them further back than row
three. Oh well, we can't have all the luck.
The start went well and I led into the first bend. I knew I
had to make good use of the start as the big Ducati's would
soon be bearing down on me. I managed to hold off the Dukes
for the first of the seven laps but as we entered the long
back straight for the second time the first one appeared
alongside. I quickly tucked in behind knowing that my only
chance was to use the slipstream. How could a 748 Ducati be
so fast? Now, let me explain - in my book there are two
types of Ducati, red 996's and yellow 748's and this one was
yellow! It actually turned out to be a yellow 996 which
would explain the turn of speed.Anyway, back to the race.
The slipstreaming seemed to work and I even managed to pull
out and show my front wheel before dropping back behind for
the esses. I am not sure where Phil Bevan passed me but
suddenly there were two Ducati's ahead of me. Although the
circuit was fast and the straight was long I was surprised
how well I was keeping up on top speed. I knew that there
was no chance of passing Phil but the yellow Ducati seemed
to run wide on the final, tight, right hander before the
finish line. I knew I was in with a chance if only I could
stay close enough along the straight and hold a tight line
into the right. It all went to plan, the Ducati ran wide and
I tucked in underneath and it was a straight drag to the
line. We crossed side by side and we both looked at each
other and shrugged shoulders.We would have to wait for the
result. The race was won by Phil Bevan and second was
awarded to the yellow Ducati pilot but I was pleased with
third given the speed of the track. Roll on race two.
Race 2 - I am not sure what happened but my third place
should have put me on the front row of the grid but for some
strange reason I ended up on row two. Phil Bevan et al were
on the front row. Oh well. I made a bit of a mess of the
start and found myself behind a gaggle of 125's going into
the first bend. Not a catastrophe generally but the first
half of the circuit was very winding and the 125's carry
corner speed very well and are difficult to pass. I had to
wait until the first run along the straight to despatch the
majority of them. I can't believe what I saw in front of me!
Phil Bevan had taken the lead again with the yellow peril
close behind but in third place there would appear to be a
125 with a maniac at the helm. Sean Smith is the pilot and
he is certainly on a mission. Sean is a joy to watch but I
knew I had to pass him to stay in contention. I stayed close
through the twisting turns knowing that Sean would be
quicker through the right hander leading onto the straight
but once on the straight he would be history. And so it was
and the two Ducati's were still close enough to be in touch.
This time Phil did not seem to be running away and I was
soon on the tail of the yellow Ducati even managing to pull
alongside at one point - my bike was really on song. Through
the fast left hand turn after the finish line and then hard
on the brakes and down one gear into the following right and
the Ducati pilot makes a mistake running up the inside of
the turn. I take the chance to ride around him and I am
gone. This time I keep my head down and really pile on the
pressure through the very fast right hand sweep. The yellow
bike had no answer as I close in on Phil. Despite my efforts
we finished in that order with Phil ten yards ahead of me
and the second Ducati the same distance behind me.
The points were very welcome moving me closer to Rich
Llewellin who is currently second in the championship. Phil
Bevan would appear to be walking away with the championship
having won seven of eight starts but the airfield circuits,
with their long straight, are now out of the way.Besides, a
few wet meetings should even things up a bit.
Thanks again to our sponsors - Myddelton & Major, T R Marsh,
White Horse Access Control, Wheelers (Westbury) Ltd,
Powerdoor & Gate Ltd., Trio Plastics and our trusty band of
followers.
Regards
Nial
I have just been checking the race results in Motorcyle News and it seems that Phil Bevan took the fastest lap in the first race at 1:05.4 and I took the fastest lap in the second race at 1:04.4. As Abingdon is a new venue for the North Glos RRC I must now hold the lap record for the Sound of Thunder class!
ANOTHER BLOW FOR YAMAHA TWINS BROTHERS.
Today Abingdon, tomorrow, THE WORLD! :0)
Nial
TDM Racer : Race Report PEMBREY - 15/16 July 2000
This weekend was never going to be a breeze. Pembrey is the home turf of Merlin Ducati, our main competition. I had heard whispers that a great deal of secret testing had been going on by the Ducati boys and that Phil Bevan (996 Ducati) had run a low 1:03 in a recent New Era meeting taking the newcomer lap record in the process! Considering that the existing Twin Cylinder lap record stands at 1:05.2 I felt we probably had some work to do.
We arrived at Pembrey early on Friday morning to take advantage of the practice session organised by the circuit owners. These events are normally very busy but as this was a weekday test we nearly had the track to ourselves. The weather held out, despite the odd rain cloud, and we managed to squeeze in 60 or 70 laps between cups of tea and bacon sandwiches. I don't know if the weather played a part or if it was the empty track but I seemed able to circulate in the low 5's lap after lap without breaking into to much of a sweat. Knock another second off under race conditions and we could be up with Phil - tomorrow will tell.
We managed to get scrutineering out of the way on Friday evening at the price of only four pints of mild, cheap considering, so we managed to have a lie in. I would have still been in the sack at dinner time had it not been for the fact that we are obliged to do at least a couple of practice laps to qualify for racing. A combination of sixty odd laps on Friday and my forty years left an awful lot of bits aching. I had blisters on my gear change toes and on my throttle hand. I had worn through my boots, my leathers and my knee sliders - and we do all this for fun?
Saturday - My first race was race nine, after lunch, so I had time to recover a bit. By the first race I was raring to get on with it which was probably my undoing.
Race 1 - Number six on the grid. I pull up to what I imagine is my grid position due to the large number six painted in white on the track. The first thing that came to mind was, "Why does the pole position man look like he is half a mile away?". Maybe because we was almost half a mile away. I should have pulled up to the large number six painted in YELLOW on the track! Of course, I should have known that.
The red light turned to green and I am away - or not. At least the back wheel was away, the front wheel just went up, down, up again, down and eventually away. In the meantime everyone else just seemed to vanish into the distance. My start really wasn't all that bad and I ended up in about sixth into the hairpin and third on the exit. <B>I did notice between wheelies that a very fast looking Ducati 888 shot by off of the start from about 17th on the grid - impressive!</B>
Rich Llewellin was in second between me and Phil Bevan. Rich is difficult to pass and it took another lap before I rode around him on the entry to the Old Hairpin. By this time Phil had made some ground and I was disappointed that I could not get back in touch and make a race of it - as much for me as the spectators. I managed to pull out a gap between Rich and myself and that is how we finished. Still, the points earned now put me equal second in the championship.
Race 2 - I was determined to make a better start than race one and give Phil a run for his money so, of course, my start was about as bad as race one. Oh, there goes that very fast looking Ducati 888 again! VERY impressive. We exit the hairpin, Phil Bevan leading, Rich Llewellin second followed closely by me. This time there was not the gap between Phil and Rich and I knew that if I could get rid of Rich early on I could get in touch with Phil. I only had to wait for a couple more bends before Rich made his first mistake - AND HOW!
On the exit to Honda Curve (flat out forth gear, knee down right hander) he decided to get on the gas a bit early, in fact, much to early! How he saved the resulting near 'high side' is beyond me. I have not seen a 'tank slapper' like that since my 500 Kawasaki Triple days. I easily passed Rich while trying to deciding which side he was going to fall. He didn't, thankfully. It was rather entertaining watching him trying to stay on though.
I managed to close up on Phil into the hairpin for the first time and the race was on. The first time he knew I was there was into the Old Hairpin for the second time. As he glanced over his left shoulder I gave him one of my biggest grins, he gave me the thumbs up in return, this was going to be fun. Phil's Ducati seems to get good drive out of the slow turns and always leaves me a bit of catching up to do but catch up I did. I followed in his wheel tracks lap after lap trying inside passing manoeuvres, outside passing manoeuvres but each time Phil was protecting the line. I could take the faster, wider line into the Old Hairpin but he would out drag me on the exit. I could close up on the entry to Honda Curve but get out dragged along the start straight.
We finished in the same order but I think that was my best race all season. <B>As we circulated on the winding down lap we were clapped by the crowd and marshals, they had enjoyed it as much as us and that is what it's all about.
Sunday - I will cut this report short. Not because I am being idle but for Sundays racing you could reread Saturdays report. Both races were practically identical to the day before, Phil won both, I came second. Actually, I got a bit left behind by Phil in the first race while I was trying to pass Rich Llewellin. I think Phil took full advantage of the empty track as he set a new class lap record at 1:03.36 - congratulations Phil - oh yes, and there was that very fast Ducati 888 again! VERY, VERY impressive.
Between races I took the chance to make a few social calls including the Ducati 888 pilot. I told him that his starting was very impressive - 17th on the grid to first! It turned out that his bike sport of choice was DRAG racing and he was just having a go at road racing to see how he got on. No wonder he could get off the line so quick. Incidentally, while chatting to Rich Llewellin it transpired that he was also a drag racer until he took up road racing. Now how am I supposed to beat drag racers into the first bend?
Despite coming second to Phil I was very pleased with our performance. In every race I managed to get inside the old lap record turning low to mid 1:04's. This was a huge improvement from last season. <B>We have also moved up to second in the championship ahead of Rich Llewellin by six points. Development work will continue on our current engine for the remainder of the season although the big valve engine is now ready for collection from Greenhill Racing -
if only I could scrape together enough money to collect it - sponsors, hint.Over the next few weeks I would like to develop a carbon, sealed air box to try and ram more air into the motor, a job for that very nice man Tony of Trio Plastics</B>. We also want to try a couple of new exhaust configurations to get more stomp out of the slow turns. I will keep you posted.
Thanks as usual to our sponsors Trio Plastic Products Ltd., Myddelton & Major, T R Marsh, White Horse Access Control, Wheelers (Westbury) Ltd, Powerdoor & Gate Ltd. and our growing band of fans.
Some late news - we took the class lap record at Abingdon last month at 1:04.4.
For anyone interested we are showing off the bike at the BEAULIEU MOTORCYCLE WORLD SHOW on Saturday and Sunday - 22nd/23rd July, NG Road Racing stand - see you there.
Regards
Nial
--------------------
"Whats up"
"Piston Broke"
"Yeah me too...hic"
If you want to mark your location on the Carpe map: http://www.carpe-tdm.net/tdmforum/viewtopic.php?t=5117
A few travel pics: Dappers Travel Capers
Doin valve clearances? Use dappers valve shim exchange program and the job will be carroty - Free (other than you postin me yer shims) for sporting members.
Active member of TPLQHCSRSFC and TSRMCMAS
Great read that by the way.
I also see a mention of Greenhill Racing in there, their name has been banded about here a few times, I remember a race exhaust system they made for the TRX a member here had bought and now mention of oversize valves, ALL very interesting.
Can I ask Dirk, why don`t you contact Nial Ball direct if he`s still around? I note from the above that he had a great deal to do with N.G.M.C.C (North Gloucester Motorcyle / Road Racing Club) and maybe if you asked and explained to them why you want to contact him they would forward his contact details to you? :
http://www.ngroadracing.org/contact.htm
Another thought, is his surname Ball or Balls? It makes a big difference when you`re trying to track someone down on the interwebs.
This is a post from a Carpe TDM member by the name of dapleb in July 2009:
Grrr that was bothering me good....knew I had seen alot of info about Nial Ball and couldnt remember where...then the old noggin fired up and I remembered the Library on site number 2? The links are all fooked but the text is still there. It is indeed a 3VD he used, snot a fartyx.Will copy below to remove all of the junk code. direct linky dink here: http://www.carpe-tdm.net/tdm/library.asp (first 6 farticles written by Nial).
TDM Racer: A Bit Of History
I think a bit of history is called for here for those whodon't know. For racing last year we built a bike based on an FZR400RR chassis and a TDM 850 engine - don't ask me why the TDM but it seemed like a good idea. Our aim was for a light bike with the grunt to pull a caravan. The result can be viewed on this page.
The engine is the old 360 crank motor converted to wet sump. We run 1.00mm oversize OVER pistons, megacycle cams, Carillorods, Keihin flat slide carbs, Dyna 2000 adjustable ignition (5 advance curves) and the exhaust is an OVER copy. Last years engine put out 105 hp at the wheel and 67 Lb/ft torque from 4,000 to the redline at 9,500.
So, there you have it - last years bike.
Things have been progressing slowly over the winter but this was/is the game plan. Shed another 15 pounds off of the bikeand increase power to 115 hp at the wheel. EASY! It allseemed easy last November but then we didn't reckon on oversize valves being as rare as rocking horse shit. We eventually sourced two sets of valves with the kindassistance of Greenhill Racing. Paid for the valves, valvesturn up but only very nearly finished. The new valves were heavier than the originals and the stems had not been wasted so off to the machine shop for finishing - and they are still there!
The cylinder head has been opened up for the new valves and re-flowed so things should get moving soon.
The winter chassis work has been quite extensive. New alloy sub frame, re-worked forks, Dymag wheels and new lighter fairing. The old fairing had been chopped about and added to over the season and was getting to be about the heaviest part of the bike! We re-finished the old fairing and sent it off for a pattern to be taken. Two weeks later, yesterday, I collected the dogs nuts of a fairing. It is a combination of glass and carbon fibre and weighs less than a castrated gnats bollox. The fairing has been laid up using polyester resin so you can almost bend it in half without it breaking.The front bubble weighs 700 grams and each side 800 grams each! With the fairing, wheels etc. we have got the bike down to 140Kg with oil and water.
While we are waiting for the number one engine to come back we stuck the spare engine in the frame. This engine was built by Richard Albans of TTS last year and for one reason or another it has never been fired up. Over the winter I converted this engine to wet sump. Yesterday we fired it up for the first time and it sounds strong. Of course we need to run it in yet but two hours on the dyno should sort that. Power figures are not available for this engine yet but it feels 100+ hp - pulling away from a standstill the back end shot round and damn near spat me off and that was a brand new tight engine! We should have figures some time next week so watch this space. We will run it up again tomorrow just because we love the sound :0)
Things are getting a bit tight for the first meeting on 26thMarch but I have no doubt we will be there. PEMBREY, SOUTHWALES, 26th MARCH - SEE YOU THERE.
Yes, we were second in the NGMCC Sound of Thunder championship last year on a brand new bike and I hadn't raced since 1992. For this year the bike has had a season for development and I have blown out the old cobwebs so roll on Y2K!
Regards
Nial
Pembrey Road Races - Sunday 26th March 2000
Sunday saw the opening round of the North Glos. Road Racing Club Sound of Thunder Championship - open to all twin and triple motorcycles.
Following a dry start to the day the weather soon deteriorated and the wet tyres came out of wraps. We were allocated second row of the grid and set out on the warm uplap. The track was sodden with a great deal of standing water. The race got under way without drama although my start could have been better. Into the hairpin for the first time in fifth, gently on the throttle on the cold tyres. Upto fourth exiting the long sweeping left hander and the tyres are feeling better already, time to get going. Hard into the following right hander and underneath Rich Llewelyn on his rapid 748 Ducati. Now the tricky bit.
I am being led by a VERY fast 996 Ducati and an even faster 125 single (different class). The 125 is piloted by the current Welsh champion and Pembrey lap record holder. The 125 is slowly creeping away and I am being held up by the Ducati, slower through the turns but much quicker on the straight. At last, his first big mistake, he out brakes himself into the hairpin, front wheel locked. I take the chance to dive underneath and I know he is not going to seeme again. The wet tyres are working hard and my lap times are falling, knee on the tarmac in the wet and I have the photographs to prove it! I am closing fast on the Welsh champion as we start to mix with the back markers and I haveto settle for second place overall but took the class win inthe Sound of Thunder Championship.
Race two - oh dear! After our first race win we knew we had the second race in the bag. Three seconds a lap faster than the next twin and the Welsh Champion had failed to start onhis 125. Front row of the grid, pole position. The track is still running with water and I am full of confidence as we set off on the warm up lap. Two cylinders suddenly become one cylinder! Quickly I head back to the pit area suspecting a flat battery - total loss ignition - I change the battery and fire up the bike. Still only one cylinder so we have to wave the white flag as the starter waves the National flag. On later inspection it turns out to be a cracked plug cap - £2.50 worth of parts and it cost us a very easy 14 points. Oh well, that's racing!
Thanks to our sponsors - Wheelers (Westbury) Ltd., RygorGroup Services, Trio Plastics, Middleman & Major and Phoenix Motorcycles - and thanks to our supporters.
Regards
Nial
Marshall Road Racing Team
Sound of Thunder Championship NG MCC RR North Gloucestershire MCC-Road Racing
I must admit that I wasn't entirely looking forward to the racing having slithered around a wet but drying practice session. A proper wet meeting should be a bundle of laughs on this track!
Prior to the first race I took the chance to watch the unlimited race knowing that the Ducati boys normally give it a bash. I expected to find them all shoring up the back of the field other that Phil Beaven, I imagined that he would be somewhere in the first half of the field. But what is this? Beaven around 6th and Rich Llewelin easily in the first 12 or so. Hmm ... perhaps we may have some work to do in the twins.
I can't say that I had written off anyone in the race as every dog has it's day - I just knew that on the TDM I may struggle for top end on the new long back straight. So off we go. Second into the first left hander, holding my own the first time into the back straight, steady on the brakes the first time into the hairpin and WHAMO! Some big hairy assed yobbo on a bright yellow tank decides an elbow in the ribs of the opposition may gain some small advantage. And he was bloody well right - split second decision, grass, rocky outcrop or the gap between the cones. What is a man to do? The cones it was.
Having politely waited for the following traffic to pass I rejoined in last place - WILLIAM YA GIT! I wasn't disappointed with my ride as I finished sixth overall and recovered some points for my pains.
Wil was waiting for me at the van when I got back and looking very red. After you have raced with someone for a few years you get to know those that would stuff you on purpose and I know that Wil is not one of those so no hard feelings, that's racing! I was determined to give him a hiding in the second race though - AND HOW :0)
I got a reasonable start in the second race but ended up behind Phil Beaven - who got the hole shot! - Rich Llewelin and his mate who's name I can't remember (sorry). I don't know what it is about these Ducatis but they all seemed bloody fast on the back straight, even the 748. Now I wasn't about to be beaten by Rich let alone his mate. Let me explain about Rich - he is a really nice bloke and dead friendly but the day he wins a race (and he will) you will NEVER hear the end of it!
Having followed them for a lap or two I knew that they were both a bit slower than me on the right left flick before the hairpin and all I had to do was show a wheel on the way in and I knew they would pick their bike up. Rich's friend was the first to go - hard underneath into the right hander and sure enough, up he got and away I trot. One more lap and I did the classic inside line into the hairpin on Rich - even he was impressed, he told me so after the race, and told me, and told me, and told me :0) Sorry, I made that up, he did tell me but only once *tehe*
I gave chase on Phil Beaven but I had taken too long to get past Rich et al and the end of the race came a bit soon. Two more laps and I would have caught Phil - so my team tell me - but then maybe Phil eased off once he had his lead. I am just waiting to see the official results as Phil and Rich had identical times (and the lap record) in the first race. Now I figure it like this, Rich was quick in the second race but I passed him and then I started to catch Phil so I am rather hoping for at least fastest lap if not lap record - we shall see.
Oh yes Wil - It isn't your bike, or you or your wheels. Some tracks just suit some bikes better than others and the Ducatis were quick on this track.
Roll on the next Keevil meeting - I am even going to fix my blown head gasket for that race! I used just about all of the water in the header tank in every race (pressurising and blowing out of the overflow). I'm sure a new head gasket should be worth a little bit along the back straight.
Regards
Nial
Marshall Road Racing Team
Keevil Airfield can be found a couple of miles outside of Trowbridge, Wiltshire. The entrance to the airfield is via STEEPLE ASHTON and not from Keevil village.
Rounds 5 and 6 of the N.G.M.C.C. Sound of Thunder Championship
Once again saw us at Keevil Airfield. It is unusual to have two Keevil meetings so close together but at least it gave us the advantage of track knowledge. Unfortunately the opposition seemed to have retained as much knowledge as us!
Following a misty start the sun soon shone through and we were rewarded with the ideal racing conditions. It was going to be a 'quick' day.
Practice came and went without incident and the bike seemed to be running better since the engine rebuild following the last meeting - probably fixing the leaking head gasket accounted for most of the improvement! The good thing about an event-free practice is the increased tea drinking time waiting for the racing to start.
Race 1 - I was allotted second row of the grid which is not really a big disadvantage as most of the front row is made up of smaller single cylinder bikes. I anticipate the start well but the bike seemed to drag away from the line without the usual front wheel pawing the air. The Ducati riders, Phil Bevan, Rich Llewellin and Robert Anderson, all seemed to bound away from the line and disappeared into the first left hand hairpin with me in hot pursuit. The TDM has a speed disadvantage over the Ducatis but I managed to settle in behind Rob Anderson and accepted the tow along the fast back straight.
Since our last Keevil outing I can only guess that Rob had carefully analysed his riding because where he was slow last time out he certainly was not slow this time. All I could do was play 'follow the leader' and hope that he made a mistake. The 'mistake' came on lap three and I took the chance of the inside line into Paddock Hairpin and set off after Phil and Rich. Each lap I felt that my bike was slow to exit the hairpins but I could not put my finger on the problem. The remainder of the race was run with each rider holding station - Phil Bevan took the win, Rich Llewellin second with me taking the last place on the rostrum.
Race 2 - Following the first race I made some minor changes to the bike and noticed that the adjustable ignition had been set to the wrong advance curve. Maybe this would explain the sluggish response to the throttle, time would tell. Onto the grid for the second race and this time I am promoted to the front row following my third place in the first race. With the warm-up lap over and we all wait with engines revving for the flag to drop. As the flag begins to move I am already rolling and anticipate the start perfectly. This time things are very different, the front wheel begins to lift and settles four or five inches above the tarmac. The bike catapults forward and the front wheel would head for the sky if I let it - this is more like it. Phil Bevan had an equally good start and dived for the inside line into the hairpin. With his wheel in front of mine I gave up the line and tucked in behind. 145 mph at the braking point and I am surprised that Phil has not pulled out a more substantial lead. There is still no sign of the other Ducatis snapping at my heels.
Why could this not have been the first race? I keep my head down and press on fearing that Rich Llewellin would soon be pressing me for second place. I managed to glance back at Steeple Hairpin and there seemed to be an awful lot of bikes back there but there is no sight of rich - either he is close behind or has fallen, I suspect the former. Phil began to pull out a lead, ten or fifteen yards advantage along the main straight each lap soon adds up to an unassailable lead and I know that Phil is out of my grasp. I finish in second and as I cross the line I take a long hard look behind to see Rich and Rob battling it out together. I had beaten the Ducatis fair and square - at least two of the three anyway.
Our next championship round will be held at Abingdon on Sunday 18th June. Abingdon should suit us better as there are more twists and turns and less of a speed disadvantage. Besides, we are hoping that the new 'big valve' engine will be ready in time for Abingdon - read quicker!
A new sponsor has joined us in the shape of Powerdoor & Gate Limited who we have to thank for a Techtronics Quick Shifter. This gizmo will allow full throttle, clutch less, gear changes and should be worth up to one second per lap or approximately 200 metres per race. We were also approached by Talon Sprockets who are looking for well prepared bikes to sport their new range of Italian 'Braking' disc brakes.
Thanks again to all of our sponsors - Trio Plastics, Rygor Group Services, Wheelers (Westbury) Limited, Myddelton & Major and Powerdoor & Gate Limited. Also, thanks to our supporters who were out 'en mass' for this meeting.
Nial
Marshall Road Racing Team
Keevil Airfield can be found a couple of miles outside of Trowbridge, Wiltshire. The entrance to the airfield is via STEEPLE ASHTON and not from Keevil village.
TDM Racer : Race Report Dalton Barracks, Abingdon june 18th 2000
Following a brisk walk of the new for 2000 Abingdon circuit
the hunt was on for gearing that would suit the seemingly
never ending back straight! From entering the straight any
person at the far end looked a speck in the distance. This
weekend was going to be tough against the faster 996
Ducati's. But while we are doing everything we can given the
circumstances, like eating bacon sandwiches and drinking
tea, there is talk of a chicane being installed on the back
straight - sunshine, bacon sandwiches AND a chicane, things
are certainly looking up.
Saturday practice was a mainly uneventful day with everyone
wobbling around getting acquainted with the new circuit. The
track was going to be fast, chicane or not. There was plenty
of grip in the sunny conditions and every bend was fast and
sweeping. It was all going to be down to who dared enter the
bend the fastest - we were confident that we could match the
Ducat's in the turns if not the straight.
We woke up on Sunday morning to blazing sunshine. Surely in
could not be hotter than yesterday! Yes, it could!
Scrutineering came and went, tedious but necessary, safety
comes before anything else. Morning practice gave us a
chance to scrub in a new set of tyres and wind up the wick.
The bike was on song pulling strongly from 5000 rpm through
to the red line and new quick shifter helped to catapult
the bike along the back straight like a bullet. The quick
shifter allows 'full throttle' gear changes without using
the clutch and was kindly donated by Powerdoor and Gate Ltd.
Race 1 - A rather worrying state of affairs had occurred.
Although grid positions are allocated by receipt of entry,
and I was on the front row, it would appear that due to a
clerical error we now had to draw for grid positions - card
out of the hat style! I just could not believe it when the
start marshal drew the card and informed me that I was on
the front row, why can't the lottery draw ever go like that?
Anyway, front row it was, to my relief. I looked behind as
the grid formed up and it looked like all of the quick boys
had been lucky with none of them further back than row
three. Oh well, we can't have all the luck.
The start went well and I led into the first bend. I knew I
had to make good use of the start as the big Ducati's would
soon be bearing down on me. I managed to hold off the Dukes
for the first of the seven laps but as we entered the long
back straight for the second time the first one appeared
alongside. I quickly tucked in behind knowing that my only
chance was to use the slipstream. How could a 748 Ducati be
so fast? Now, let me explain - in my book there are two
types of Ducati, red 996's and yellow 748's and this one was
yellow! It actually turned out to be a yellow 996 which
would explain the turn of speed.Anyway, back to the race.
The slipstreaming seemed to work and I even managed to pull
out and show my front wheel before dropping back behind for
the esses. I am not sure where Phil Bevan passed me but
suddenly there were two Ducati's ahead of me. Although the
circuit was fast and the straight was long I was surprised
how well I was keeping up on top speed. I knew that there
was no chance of passing Phil but the yellow Ducati seemed
to run wide on the final, tight, right hander before the
finish line. I knew I was in with a chance if only I could
stay close enough along the straight and hold a tight line
into the right. It all went to plan, the Ducati ran wide and
I tucked in underneath and it was a straight drag to the
line. We crossed side by side and we both looked at each
other and shrugged shoulders.We would have to wait for the
result. The race was won by Phil Bevan and second was
awarded to the yellow Ducati pilot but I was pleased with
third given the speed of the track. Roll on race two.
Race 2 - I am not sure what happened but my third place
should have put me on the front row of the grid but for some
strange reason I ended up on row two. Phil Bevan et al were
on the front row. Oh well. I made a bit of a mess of the
start and found myself behind a gaggle of 125's going into
the first bend. Not a catastrophe generally but the first
half of the circuit was very winding and the 125's carry
corner speed very well and are difficult to pass. I had to
wait until the first run along the straight to despatch the
majority of them. I can't believe what I saw in front of me!
Phil Bevan had taken the lead again with the yellow peril
close behind but in third place there would appear to be a
125 with a maniac at the helm. Sean Smith is the pilot and
he is certainly on a mission. Sean is a joy to watch but I
knew I had to pass him to stay in contention. I stayed close
through the twisting turns knowing that Sean would be
quicker through the right hander leading onto the straight
but once on the straight he would be history. And so it was
and the two Ducati's were still close enough to be in touch.
This time Phil did not seem to be running away and I was
soon on the tail of the yellow Ducati even managing to pull
alongside at one point - my bike was really on song. Through
the fast left hand turn after the finish line and then hard
on the brakes and down one gear into the following right and
the Ducati pilot makes a mistake running up the inside of
the turn. I take the chance to ride around him and I am
gone. This time I keep my head down and really pile on the
pressure through the very fast right hand sweep. The yellow
bike had no answer as I close in on Phil. Despite my efforts
we finished in that order with Phil ten yards ahead of me
and the second Ducati the same distance behind me.
The points were very welcome moving me closer to Rich
Llewellin who is currently second in the championship. Phil
Bevan would appear to be walking away with the championship
having won seven of eight starts but the airfield circuits,
with their long straight, are now out of the way.Besides, a
few wet meetings should even things up a bit.
Thanks again to our sponsors - Myddelton & Major, T R Marsh,
White Horse Access Control, Wheelers (Westbury) Ltd,
Powerdoor & Gate Ltd., Trio Plastics and our trusty band of
followers.
Regards
Nial
I have just been checking the race results in Motorcyle News and it seems that Phil Bevan took the fastest lap in the first race at 1:05.4 and I took the fastest lap in the second race at 1:04.4. As Abingdon is a new venue for the North Glos RRC I must now hold the lap record for the Sound of Thunder class!
ANOTHER BLOW FOR YAMAHA TWINS BROTHERS.
Today Abingdon, tomorrow, THE WORLD! :0)
Nial
TDM Racer : Race Report PEMBREY - 15/16 July 2000
This weekend was never going to be a breeze. Pembrey is the home turf of Merlin Ducati, our main competition. I had heard whispers that a great deal of secret testing had been going on by the Ducati boys and that Phil Bevan (996 Ducati) had run a low 1:03 in a recent New Era meeting taking the newcomer lap record in the process! Considering that the existing Twin Cylinder lap record stands at 1:05.2 I felt we probably had some work to do.
We arrived at Pembrey early on Friday morning to take advantage of the practice session organised by the circuit owners. These events are normally very busy but as this was a weekday test we nearly had the track to ourselves. The weather held out, despite the odd rain cloud, and we managed to squeeze in 60 or 70 laps between cups of tea and bacon sandwiches. I don't know if the weather played a part or if it was the empty track but I seemed able to circulate in the low 5's lap after lap without breaking into to much of a sweat. Knock another second off under race conditions and we could be up with Phil - tomorrow will tell.
We managed to get scrutineering out of the way on Friday evening at the price of only four pints of mild, cheap considering, so we managed to have a lie in. I would have still been in the sack at dinner time had it not been for the fact that we are obliged to do at least a couple of practice laps to qualify for racing. A combination of sixty odd laps on Friday and my forty years left an awful lot of bits aching. I had blisters on my gear change toes and on my throttle hand. I had worn through my boots, my leathers and my knee sliders - and we do all this for fun?
Saturday - My first race was race nine, after lunch, so I had time to recover a bit. By the first race I was raring to get on with it which was probably my undoing.
Race 1 - Number six on the grid. I pull up to what I imagine is my grid position due to the large number six painted in white on the track. The first thing that came to mind was, "Why does the pole position man look like he is half a mile away?". Maybe because we was almost half a mile away. I should have pulled up to the large number six painted in YELLOW on the track! Of course, I should have known that.
The red light turned to green and I am away - or not. At least the back wheel was away, the front wheel just went up, down, up again, down and eventually away. In the meantime everyone else just seemed to vanish into the distance. My start really wasn't all that bad and I ended up in about sixth into the hairpin and third on the exit. <B>I did notice between wheelies that a very fast looking Ducati 888 shot by off of the start from about 17th on the grid - impressive!</B>
Rich Llewellin was in second between me and Phil Bevan. Rich is difficult to pass and it took another lap before I rode around him on the entry to the Old Hairpin. By this time Phil had made some ground and I was disappointed that I could not get back in touch and make a race of it - as much for me as the spectators. I managed to pull out a gap between Rich and myself and that is how we finished. Still, the points earned now put me equal second in the championship.
Race 2 - I was determined to make a better start than race one and give Phil a run for his money so, of course, my start was about as bad as race one. Oh, there goes that very fast looking Ducati 888 again! VERY impressive. We exit the hairpin, Phil Bevan leading, Rich Llewellin second followed closely by me. This time there was not the gap between Phil and Rich and I knew that if I could get rid of Rich early on I could get in touch with Phil. I only had to wait for a couple more bends before Rich made his first mistake - AND HOW!
On the exit to Honda Curve (flat out forth gear, knee down right hander) he decided to get on the gas a bit early, in fact, much to early! How he saved the resulting near 'high side' is beyond me. I have not seen a 'tank slapper' like that since my 500 Kawasaki Triple days. I easily passed Rich while trying to deciding which side he was going to fall. He didn't, thankfully. It was rather entertaining watching him trying to stay on though.
I managed to close up on Phil into the hairpin for the first time and the race was on. The first time he knew I was there was into the Old Hairpin for the second time. As he glanced over his left shoulder I gave him one of my biggest grins, he gave me the thumbs up in return, this was going to be fun. Phil's Ducati seems to get good drive out of the slow turns and always leaves me a bit of catching up to do but catch up I did. I followed in his wheel tracks lap after lap trying inside passing manoeuvres, outside passing manoeuvres but each time Phil was protecting the line. I could take the faster, wider line into the Old Hairpin but he would out drag me on the exit. I could close up on the entry to Honda Curve but get out dragged along the start straight.
We finished in the same order but I think that was my best race all season. <B>As we circulated on the winding down lap we were clapped by the crowd and marshals, they had enjoyed it as much as us and that is what it's all about.
Sunday - I will cut this report short. Not because I am being idle but for Sundays racing you could reread Saturdays report. Both races were practically identical to the day before, Phil won both, I came second. Actually, I got a bit left behind by Phil in the first race while I was trying to pass Rich Llewellin. I think Phil took full advantage of the empty track as he set a new class lap record at 1:03.36 - congratulations Phil - oh yes, and there was that very fast Ducati 888 again! VERY, VERY impressive.
Between races I took the chance to make a few social calls including the Ducati 888 pilot. I told him that his starting was very impressive - 17th on the grid to first! It turned out that his bike sport of choice was DRAG racing and he was just having a go at road racing to see how he got on. No wonder he could get off the line so quick. Incidentally, while chatting to Rich Llewellin it transpired that he was also a drag racer until he took up road racing. Now how am I supposed to beat drag racers into the first bend?
Despite coming second to Phil I was very pleased with our performance. In every race I managed to get inside the old lap record turning low to mid 1:04's. This was a huge improvement from last season. <B>We have also moved up to second in the championship ahead of Rich Llewellin by six points. Development work will continue on our current engine for the remainder of the season although the big valve engine is now ready for collection from Greenhill Racing -
if only I could scrape together enough money to collect it - sponsors, hint.Over the next few weeks I would like to develop a carbon, sealed air box to try and ram more air into the motor, a job for that very nice man Tony of Trio Plastics</B>. We also want to try a couple of new exhaust configurations to get more stomp out of the slow turns. I will keep you posted.
Thanks as usual to our sponsors Trio Plastic Products Ltd., Myddelton & Major, T R Marsh, White Horse Access Control, Wheelers (Westbury) Ltd, Powerdoor & Gate Ltd. and our growing band of fans.
Some late news - we took the class lap record at Abingdon last month at 1:04.4.
For anyone interested we are showing off the bike at the BEAULIEU MOTORCYCLE WORLD SHOW on Saturday and Sunday - 22nd/23rd July, NG Road Racing stand - see you there.
Regards
Nial
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"Whats up"
"Piston Broke"
"Yeah me too...hic"
If you want to mark your location on the Carpe map: http://www.carpe-tdm.net/tdmforum/viewtopic.php?t=5117
A few travel pics: Dappers Travel Capers
Doin valve clearances? Use dappers valve shim exchange program and the job will be carroty - Free (other than you postin me yer shims) for sporting members.
Active member of TPLQHCSRSFC and TSRMCMAS
Great read that by the way.
I also see a mention of Greenhill Racing in there, their name has been banded about here a few times, I remember a race exhaust system they made for the TRX a member here had bought and now mention of oversize valves, ALL very interesting.
Can I ask Dirk, why don`t you contact Nial Ball direct if he`s still around? I note from the above that he had a great deal to do with N.G.M.C.C (North Gloucester Motorcyle / Road Racing Club) and maybe if you asked and explained to them why you want to contact him they would forward his contact details to you? :
http://www.ngroadracing.org/contact.htm
Another thought, is his surname Ball or Balls? It makes a big difference when you`re trying to track someone down on the interwebs.
LOUD PIPES SAVE LIVES
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dirk nobody
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Re: Wet sump conversion?
Mincehead,
Thanks, the NGMCC is a good call, I'll contact them. I cannot find a contact for Nial, the last person that I knew that had seen him was Mofo (the Tigcraft guy) but that was years ago now.
So I'll email NGMCC, but if anyone knows how to contact Nial Balls, please let me know.
Ta, Dirk.
Thanks, the NGMCC is a good call, I'll contact them. I cannot find a contact for Nial, the last person that I knew that had seen him was Mofo (the Tigcraft guy) but that was years ago now.
So I'll email NGMCC, but if anyone knows how to contact Nial Balls, please let me know.
Ta, Dirk.
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scotsy
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Re: Wet sump conversion?
I enjoyed reading those reports, thanks for posting them 
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schmiffee
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Re: Wet sump conversion?
Yeah Mince, thanks for that...but on a side note - do we have a record for the longest post EVER?!? 
Understeer - when you hit the fence with the front of the bike.
Oversteer - when you hit the fence with the rear of the bike.
Horsepower - how fast you hit the fence.
Torque - how far you take the fence with you.
Oversteer - when you hit the fence with the rear of the bike.
Horsepower - how fast you hit the fence.
Torque - how far you take the fence with you.
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fung
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Re: Wet sump conversion?
nice report 
only let down by photos of the bike 
.
cheers
fung
only let down by photos of the bike .cheers
fung
I WOULD RATHER WEAR OUT THAN RUST
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M.V.
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Re: Wet sump conversion?
Yep, thanks for the write up thoughcal wrote:Edit... ah were you meaning Minces post?...
More specifically, why would a wet sump engine make less power? More drag on the crank?
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Mincehead
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Re: Wet sump conversion?
Yes there could be if the design of the sump extension wasn`t carefully done, plus the motor will definately run a tad hotter unless an oil cooler is fitted, both will sap a little power.
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alextrx850
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Re: Wet sump conversion?
So with all the advantages of having a dry sump engine..like higher ground clearence,cooler running..better power in the crank area..no oil starvation in long laid over corners...why would an obviously capable fellow with a mind on the pulse go to a conversion./wet sump..?Mincehead wrote:Yes there could be if the design of the sump extension wasn`t carefully done, plus the motor will definately run a tad hotter unless an oil cooler is fitted, both will sap a little power.
is it because he had no where to fit the tank behind the motor in the fzr400 frame..?
great report though..had me on the edge ..
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dirk nobody
- TRX-Enthusiast
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Re: Wet sump conversion?
Alex, I like your thinking. As per my 2nd post, the bike did run with an oil cooler, also if Nial had wanted to fit the tank on top of the engine, i'm sure he would have done that. The general fabrication of the chassis to fit the engine and ancilleries is of such a standard that 'almost' anything was possible. Also remember that it was an early TDM engine he was using, so didnt have the same oil tank arrangement as the TRX.
Only time will tell if my current remote tank, dry sump arrangement will be effective. I have been trying to understand Nials logic in putting this back together, hence this post, but I am mindful of the Tigcraft owners experience (where it would seem that the TRX was jetisoned in favour of a Kwak twin!).
Dirk
Only time will tell if my current remote tank, dry sump arrangement will be effective. I have been trying to understand Nials logic in putting this back together, hence this post, but I am mindful of the Tigcraft owners experience (where it would seem that the TRX was jetisoned in favour of a Kwak twin!).
Dirk