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Discussion Starter · #71 ·
Update...
Only 95 days to go until Speed Week 2011.

We are getting custom top end studs made for the 2 x 1316cc engines and then they are ready for final assembly, wasn't happy with what was available length wise from ARP or APE. We took the easy way out and just painted everything high temp black but left the new big blocks natural, I'll put some clear coat on them to try and protect them from salt corrosion.

The front engine is the "lead engine", it's 14:1 compression and the rear is 13:1, there are also subtle differences in the porting and cam specs. We've raised the compression a full point over how the engines were first built back in the early 90's. Next winter, I may mill the rear engine head to bring them both up to 14:1 and designate the lead engine just from ignition timing but for now I'll go with the designer's original vision.

I think they will look sharp with the new heat shields from Rodriguez!:cheers
 

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Discussion Starter · #72 · (Edited)
The new body from Air Tech finally arrived. I was home for April and mocked it up, although it was designed for an electric bike, it sort of fits. There are restrictions on how long the tail section can be, including height and how much of the front wheel is covered etc.

Unfortunately delays in getting the engines and coupler finished, means we won't have time to finish mounting the body and the necessary fiberglass work and fabrication. I'm back in the Middle East working, but there's always next year. We'll just focus on getting the engines and coupler sorted this year and I'll run the first gen front fairing again, no shame in that.

Enzo Ferrari is often quoted as having said that aerodynamics were for people who couldn't build horsepower. I'm planning on having both of them covered.
 

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Discussion Starter · #73 ·
We have finalized the re-design of the coupler between the 2 engines. The coupler's idler proved to be a weak link during our shake down passes in 2009. I also wanted the chain to run in an oil bath to ensure adequate lubrication and to carry away the heat.

It was frustrating not being able to wind the bike out before because I knew the idler and chain were coming apart. The Double has run 203mph while idling along at only 7000rpm, I've just kept to the short course...2 miles to get up to speed and timed over the 3rd mile. The bike qualifies for the long course...2 miles to get up to speed and timed over the 3rd, 4th & 5th mile. If the coupler works fine on the short course, I'll move over to the long course and see what this old bike will do...

The new idler has a steel sprocket rather than the previous aluminium in addition to being larger to reduce its speed plus it has a bigger bearing. The tensioner will use an arm, small adjustment travel on one end results in greater travel on the idler end. The new aluminium cover will be CNC'd and use an o-ring for a seal. The webbed fins will help cool the oil. There will also be a sight glass and drain in the cover.

Race Tech is building me a new pair of custom rear shocks.

Tire rule changes prohibit me from running the shaved 18" rubber that I had used previously plus my cool 18" PM wheels. Thanks to my Red R and the classifieds here, I've been able to buy a couple sets of 17" PM Wheels that fit the Double. I bought some new race Bridgestones that are on the approved list and had Nate Jones shave them, he works on tires for 400 mph cars so I trust him.

So far, so good...everything is falling into place.

Cheers,
Scott
 

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Discussion Starter · #78 ·
That's an awesome bike. When are you running that thing around here??
Thanks. It's just built for running at the Bonneville Salt Flats in Utah...not much good for anything else...isn't geared for drag racing...doesn't turn very well, so track days at Race City are out too...however it does deliver a pretty good cackle when the 2nd engine lights up.

Speed Week is August 13th-19th.

Should have some more photos soon when the engines are back in the chassis.
 

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Discussion Starter · #79 ·
Another update...

I'm pleased to see the engines finally finished and back in the frame. Lots of cables, wires and hoses still to be hooked up, but it should be making some noise in a few more days. I'm looking forward to seeing Mario's repro carb heat shields mounted. Probably another week or so for the coupler pieces to make it back from the factory.

My builder is leaving on holidays in mid July for the Moto GP, so he has some pressure on him now. I'm still in Saudi for another week but will spend most of July in Algeria..if all goes well, I'll just have to mount the new shaved race tires, bolt the fairing on and load the trailer when I get back to Alberta.:frantic
 

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Discussion Starter · #83 ·

Ok, here's a crappy youtube video. I've got some better ones but I don't know how to resize videos.

The salt only has about 70% of the traction that pavement offers so everyone has to take it easy off the start. I pull away harder on my Busa but I'm still usually half way through 6th before I can ever open it all the way up. One of the secrets to going fast on the salt is by adding ballast..theres 200 # of lead shot in the Busa swingarm and frame. When I ran the Double through tech inspection, they wanted to know where I'd put the ballast..I replied that I figured the 2nd engine was enough.

The first time I ever put the bike in gear and let the clutches out was at the starting line...not very graceful...granny shifted...ran @180mph...took forever to slow it down as I was unsure how it would act with 2 engines braking on compression...the track officials gave me shit for holding up the course, I said "WTF? Its a shake down pass, I've never driven the damn thing before".

The next morning I ran @190mph..again just checking things out..the rear tire went flat..my local shop had put a tube in a tubeless rim and I sheared off the valve stem..WTF?? I lost a day getting the wheel and tire checked out in Salt Lake City.

After that, I made several passes in the low 200's but we knew the coupler was eating itself up and that we'd have to come up with a better solution for next time.
 

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Discussion Starter · #85 ·
Very cool to see the beast alive. I hope you have more success this year with all of the coupler mods!!

If you remember, did you wire the vaypor tachs to the coil wire or did you do the coils around a plug wire?
Thanks for the encouragement.
Yes, we wired the tachs to the coil wires...wrapping around the plug wire works too.
 

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Discussion Starter · #88 ·
The bike looked alot cleaner when it was just a pair of engines in the frame.

Unfortunately we had to cut Mario's carb heat shields in half, the rear engine's headers would have melted the front one, we also need to be able to frequently change the main jets without removing the carbs every time.

The clutches need to be bled, the new Dynatech 2000 ignitions go on next, then its on to the coupler installation.

The Double is too long for a bike dyno, we are going to see if we can rent a car chassis dyno just to break the engines in and check the timing and jetting.

Calgary is at 3400 feet above sea level, the salt flats are at 4200. The bigger issues for jetting is the dramatic changes in air density through out the day. Early morning runs might occur at 65 degrees, 110 degree heat later in the day brings the moisture up out of the salt and affects the humidity, it can cool off to 90 during the last runs of the day. When I went to the Busa in '01, and saw how easy it was to tune EFI, I swore I'd never go back to carbs... now we have 8 of them!
 

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Discussion Starter · #91 ·
The new pair of Dyna 2000 ignitions have been installed.

Both clutch cylinders have been bled.

New RaceTech shocks should arrive tomorrow.

The coupler plate is getting drilled and tapped for the new cover. Now that we have an oil bath, seals are getting installed on the back side of the coupler countershaft bearings. The coupler guts will be installed right away.
It should be running in another day or two.

Now that the postal strike in Canada is over, my PM front wheel might show up.
 

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Discussion Starter · #92 ·
The coupler is finished and filled with oil.
Here you can see what the back side of the coupler looks like, the coupler shafts just fit over the countershaft splines and secure with a nut on the inside.
Just some minor jobs to finish like a new chain guard etc.

The salt flats are currently flooded, several inches deep in some areas. A couple weeks ago, they were dry and everything looked promising. Speed Week isn't for another month, the salt may still dry out in time but the SCTA were supposed to start surveying the courses this week and do some grading, but that got cancelled...so we'll see what happens. We can only move forwards at this point. Although far from optimum conditions, I've driven on wet salt before, its like driving in slush. Given the choice of staying home and not running this year or running on crappy wet salt..I'd rather make the trip and atleast make some more test runs as long as the SCTA will host the event.
 

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Discussion Starter · #97 ·
Thanks for the positive comments!

12 years ago we were building our own stuff in my garage and happy as shit to compete against a Muzzy backed race team and take the record. Now I send alot of it out, however I entrust most of it to my mechanic / engine builder / machinist, Richard Bak of 12 O'clock Performance. Richard is pretty switched on, he invented a planetary drive that replaces the cush drive on several late model sport bikes and allows weekend bracket racers and stunt riders to change their gearing with a push of a lever..it will be on the market fairly soon. He considers the Double to be one of his most challenging projects to date..it's an eclectic mix of farm repair and modern tech.

Larry Forstall, the original builder is thrilled with our modifications and updates. Larry built alot of the original brackets by drilling hundreds of holes on a drill press to cut out a pattern and then finishing them by hand with a file...there is alot of blood, sweat & tears in this project..that's what makes it so cool. Today, we can do a drawing of the part..email it to the factory we use and have the parts done by CNC and back to us within a few weeks.

The Bonneville Salt Flats are actually flooded most of the year, however they ususally start drying up in late Spring. The water table is actually quite high, it doesn't take too much rain to flood it and a storm far away on the other side of the mountains can still send water towards the courses. It is what it is...I'm in Oman for another couple weeks but am trying to get home. If the event gets cancelled at the last minute, I'll load up my KLR and ride to Alaska.

After a couple of shake down passes to check out the coupler and tune, we will run against two records:
3000 APS/G - 208.450mph - Dave Campos - H/D - 08/74 (with the fairing)
3000 A/G - 200.022mph - Tom Elrod - Kawasaki - 08/79 (no front faring)

I don't know the details on the Campos machine but he later drove the Easy Rider streamliner to 322mph in 1990, which held the absolute motorcycle record for 16 years. Today, Harleys and older British stuff etc run in a separate "push rod" category..this is likely one of the last HD records before they were given their own class.

Elrod ran a pair of Kawasaki Z-1's, I'd like to find a picture of that. I have quite a file of twin engine drag bikes.

Nobody is building twin engine bikes anymore, that's why the records have stood so long. The Double is a dinosaur. If I'm fortunate enough to get the bike dialled in, I won't take alot of satisfaction in bumping these current records. Lots of smaller bikes have run faster. However, I'm pretty optimistic that next year with the new body, the bike is capable of over 250mph..that's my goal.

Here's a few more photos...
We had clearance issues with the coupler chain so Richard machined the coupler plate to allow the bearings to sit a little deeper in order to steal the clearance needed.

The custom RaceTech shocks didn't fit as promised but some spacers were machined to allow them to fit on the outside of the original mounts, now they don't foul the rear caliper or sprocket. I think they are pretty sexy for twin shocks, might have to get a pair for my H1.

Lots of little projects need to be completed to finish the bike but a new chain guard was fabbed up and that's one less item on the list now.

It's alive!! Both engines have been heat cycled and the heads were re-torqued.

Cheers,
Scott
 

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Discussion Starter · #100 ·
What a difference that a couple weeks makes...lots of sun and wind has dried up what was under water recently. There is no more standing water, 3 courses have been surveyed and grading is underway.

I'm leaving Oman tomorrow, back to Dubai for a day and then flying home to Alberta on Saturday. I'll spend a week playing in the garage and then load the trailer. Only 16 more days to Speed Week!
 

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Discussion Starter · #102 ·
Speed Week was August 13th-19th...I've had a couple weeks to decompress and take care of a few home projects. I also wanted to tear back into the bike to be certain of what we managed to get right and what needs to be fixed for next time.

The bike passed tech inspection without any issues, other than they wanted us to mount the chain guard closer to the rear sprocket...a quick bracket took care of that.

The engines were new and other than a couple of heat cycles and re-torquing the heads, there was no run time on them. I decided to run on the "rookie" course, a 2 mile track intended for licensing runs and slower vehicles that don't need 3 miles to get up to speed. I decided that I would make 2 passes...take it through the gears easy and then we would change the oil and filters before taking it to the long course to see what it would really do.
 

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Discussion Starter · #103 · (Edited)
I ran an easy 150mph and 175mph run...kept changing the rpm's and watching the GPS to keep the speeds down. It's pretty loud laying across the 2 engines...I don't know if I'd hear anything short of a rod coming out of the side of it.

We removed the coupler cover and were very pleased that everything was in good shape. We spent most of Sunday doing maintenance on the bike...the Double was never built to accept a 6" wide rim and the chain was rubbing on the 200 series rear tire.

There was an artist in the pit next to us painting pin stripes on a '53 Studebaker. I struck up a conversation and he came over to our trailer to look at our bikes. The Double now has some cool traditional pin stripes on the gas tank.
 

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Discussion Starter · #105 ·
I've been doing this long enough that I know a naturally aspirated vehicle will go fastest early in the morning or late in the day. High temperature kills hp and during the heat of the day, the moisture in the salt is drawn up to the surface and the course becomes slippery. Part of my strategy then was not to get in line for a run until I was certain that we would make a run as late as possible and make the 7pm cut off. I rolled the bike off the trailer to warm up the engines and was disappointed to see the front engine's main oil cooler leaking oil...it appeared ok before and never leaked inside the trailer when we were working on it all day.

The next day, I sent my Dad & brother into Salt Lake City to try and get the oil cooler repaired at a radiator shop...it didn't pass the pressure test but they arranged to have a replacement delivered to our hotel for the next day. Although I paid for express shipping and we were promised that the cooler would be delivered by 9am on Tuesday, it would be 3pm before it arrived.

We mounted the new oil cooler and made certain that the oil lines were not pulling on it, causing stress etc. We managed to get up to the starting line on the long course before racing was done for the day. I've never run the Double on this course before as I couldn't trust the coupler. There are 2 miles to get up to speed and then you are measured from the 2-3 mile, 3-4 mile and 4-5 mile. You can qualify for a record on any of the measured miles, you are also given the exit speed at the 5 mile but it doesn't count for records.

I found the first 2 miles to be extremely rough...I thought the front end was coming apart...then it smoothed out and I was able to give it some more throttle...I could smell something burning but didn't see any fire...good enough for 185mph.
 

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Discussion Starter · #106 ·
We got back to the pits and I pulled the bike out to wash the salt off. I noticed the right side front fender bracket had broken off, which allowed the fender to rub on the tire and explained what I smelled burning during the run. Then I noticed green Motul engine oil leaking out of the front engine's new main oil cooler...it was dented and it appeared the fender bracket had struck it. No choice but to laugh now and throw some more money at it.

The next morning, we ordered another another oil cooler. I paid for over night shipping, promised that it would be at our hotel by 8am on Thursday.

I had brought my Hayabusa in case we wrecked the Double early in the week. I had left the fairings at home because I planned on running it in the "open" class, where streamlining forward of the rider is prohibited. This was also the first year that I had run the Busa in the 2000cc class and I had to run over 175mph on the short course before I could qualify to run it on the long course. I ran 184mph on the 3 mile short course and then we moved over to the 5 mile long course. I had a great pass and ran 195mph against a 197mph record and was excited to get back to the start line as quickly as possible and make another run, however I was covered in coolant...the head gasket had popped...even with the block and head o-ringed, the cylinder walls are only .070" thick with the Muzzy big block...oh well back to the Double...

It was early afternoon before the oil cooler showed up. Again, we found ourselves at the start line on the long course. I found the first mile really rough...chewed up from everyone spinning. As I was coming into the 2nd mile, I saw 200mph on the GPS and thought for sure that I could gain enough speed over the next 3 miles to grab the record. I gave the bike more throttle and could feel the rear wheel spin...I'd back the throttle off and see the GPS read mid 190's...more throttle and more wheel spin...off & on over the rest of the run with a 201mph exit speed. Regardless, I was happy that the bike was holding up and figured we would just get back in line again for another run, I didn't even plan on getting out of my gear. Unfortunately it was soon discovered that the oil cooler(replacement #2) was leaking! With only one more day of Speed Week left, we were out of time so we decided to pack everything up, have an early evening and depart Wendover at 3am for the 20 hour drive back to Alberta.

I'm pleased that the coupler issues appear to have been solved...that was previously a bit of a deal breaker and now we can go forward. I'm not sure why we were so hard on oil coolers this year, its the same set up that made multiple runs in 2009...nothing that we can't sort out now that the bike is back home. I always get asked during tech inspection where have we mounted our ballast and I tell them that I figured the 2nd engine was enough...apparently not enough. We will replace the swingarm...either adapt one from another bike or get a custom one made...I will fill it with lead shot and have brackets for adding lead plates if needed...for comparison the Busa has 200 # of lead shot in the swingarm and lower frame. I'm headed to Kenya next weekend, I'll give the bike back to my mechanic, Richard Bak, before I leave. Richard will fab up some mounts for the new body and will likely have to reposition the oil coolers during the process. I have a hydraulic shop sponsor so we will replumb everything.

Thanks for your interest.

Cheers,
Scott
 

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Discussion Starter · #112 ·
Time for another update...

While I've been enjoying my adventures in Kenya, Richard has been making some progress with the Double.

What was supposed to just be some simple brackets for the body and trying to find a used swingarm to fit the bike has become a little more complicated.

I didn't want to mess up the powder coating on the frame by welding on the body mounts, so Richard designed a clamp style that has alot of adjustability and can be easily removed. We will need plenty of mounting options when we try and fit the body and manage to keep it legal within the rules.

I'm still amazed to see the process from a drawing to custom parts.
 

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Discussion Starter · #113 ·
I had an extra '04 Honda 600RR front end collecting dust, although they are just conventional forks, they have lots of adjustments. The original forks on the Double are Honda as well but are likely from the early 80's. They really sucked over the rough sections so it's time for an upgrade. I had an extra Busa front end too but it required too much machine work to fit USD forks, no need to reinvent the wheel everytime.

The Double was never designed to run a 200mm rear tire and was built with skinny 18" wheels. Current rules require 17" race rubber if you run over 200mph and that means a fat rear tire. I knew clearance was tight but with a little tire growth, I actually ended up shaving over 1/4" off the left side of the rear tire as it rubbed...that's not helping me go faster.

We looked at several used swingarms at a bike wreckers but didn't have any success. I also want to be able to fill the arm with lead shot and mount lead plate on the outside if needed. Once Richard got measuring, it was apparent that in order to keep the wheel aligned with adequate clearance, a jackshaft would be required to keep the sprockets lined up. I'm not a fan of swingarms with jackshafts as you only see them on bastardized sportbikes with beach ball sized rear tires...but this is the direction we need to go in. The pictures are just a draft but you get the idea, it will be made out of 2" tubing and will be heavily braced.
 

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