Fastest VENTURE

[sandman]

Ok all can play gen1 and 2,s. And of course the newest models. I will be missing Dingy for this thread. By fastest I'm going to use quarter mile times as the std since they are listed for almost all bikes. I'm wanting to break eleven with the "machine"(88 mkII). Anyone know of any running those times? If you run eleven that pretty much takes all HD,s out of mix, even vrods. However that is average for stock vmax. Doable? NA no nitrous.

[sandman]

Maybe we can put a couple questions to rest once and for all. #1 What model is fastest? #2 what color is it? Without Tweetybird Red may be the winner, cause I'm certain Tweety would break elevens. We will probably need the senior members for this. I couldn't find one venture running the quarter on you tube.

Edited July 5, 2019 by sandman

[sandman]

Ok I just did the math and it looks like 150hp will get me into low elevens. Around 6lbs/hp. So I only need about 30 more. Vboost, stage7 and a pipe and I'm there.

[Patch]

Why Sandman mix the two categories? Touring and Drag are worlds apart begging from the frame up & out, kind of like racing a sofa, you can but why?

Patch

[zagger]

Maybe we can put a couple questions to rest once and for all. #1 What model is fastest? #2 what color is it?

 

1983 1200cc. With Vmax boost valves. Fast bike. Only been to about 120mph or so while passing a long line of Harleys, but I'm guess it could go faster if opened the boost valves a little more.

zag

[CaseyJ955]

Why Sandman mix the two categories? Touring and Drag are worlds apart begging from the frame up & out, kind of like racing a sofa, you can but why?

Patch

 

I think the answer is in the question. Because he can .

 

Most of the HD guys know they cant touch a max, I think he has one of those too, but there is nothing more fun than serving a tall frosty mug of humility to a big $$$ CVO owner with a 30+ year old morbidly obese Japanese touring bike. Good times!!

 

Good to see you on this side of the fence Sandman.

[Patch]

I think the answer is in the question. Because he can .

 

Most of the HD guys know they cant touch a max, I think he has one of those too, but there is nothing more fun than serving a tall frosty mug of humility to a big $$$ CVO owner with a 30+ year old morbidly obese Japanese touring bike. Good times!!

 

Good to see you on this side of the fence Sandman.

 

Of course Casey; I'm looking at it thru my usual efficiency thinking;) On a drag machine one thing you don't want is loss of energy before the contact patch. Every thing about these bikes bleed energy which works for a touring ride.

[sandman]

I was on a HD forum (vrod)and they were talking about what could beat what. There were two references to yamaha,s. One was why brag about beating HD,s it will never be a vmax. And the second was I flew by him so fast he thought I was on a max. But the best was a guy giving em flack about the entire thread was like lawn mower racing. You may have the fastest in the world but it's STILL A LAWN MOWER. ROF LOL. I,'ve never been interested in alot of bikes because they don't excite me, or do what I like to do. People always mod their bikes to improve them personally. That's what I'm doing to "the machine". As Casey said "kinda" One order of humble pie after a Big Old can of woop ass. Quarter mile time represent alot of stop and go riding and are most easily obtained for comparison.

[luvmy40]

One of these days I am going to take The Beast to a street night just to see what she'll do in the quarter. I know she'll hit 95 in 3rd and I've had the speedo well past 120 more than once on deserted stretches of highway but I've never clocked a quarter mile run.

 

The only "performance" mod made is tighter shims on the carb needles. Otherwise she's completely stock, engine and drive train wise.

[Patch]

Ok I just did the math and it looks like 150hp will get me into low elevens. Around 6lbs/hp. So I only need about 30 more. Vboost, stage7 and a pipe and I'm there.

 

Not that easy! 30 HP at the crank is a far distance from the contact patch. In order to build the power output you must first address the % of fill, that's the ***** in the game! Next will be the velocity cause one without the other is a "slow horse" for any track run. Then comes the obvious ratios and exhaust flows! To achieve this you need sweet talk the "gate keepers" and that's where the money is, both from the givers and the takers....

hmm hmm

 

I was on a HD forum (vrod)and they were talking about what could beat what. There were two references to yamaha,s. One was why brag about beating HD,s it will never be a vmax. And the second was I flew by him so fast he thought I was on a max. But the best was a guy giving em flack about the entire thread was like lawn mower racing. You may have the fastest in the world but it's STILL A LAWN MOWER. ROF LOL. I,'ve never been interested in alot of bikes because they don't excite me, or do what I like to do. People always mod their bikes to improve them personally. That's what I'm doing to "the machine". As Casey said "kinda" One order of humble pie after a Big Old can of woop ass. Quarter mile time represent alot of stop and go riding and are most easily obtained for comparison.

 

Agree with you.

 

One of these days I am going to take The Beast to a street night just to see what she'll do in the quarter. I know she'll hit 95 in 3rd and I've had the speedo well past 120 more than once on deserted stretches of highway but I've never clocked a quarter mile run.

 

The only "performance" mod made is tighter shims on the carb needles. Otherwise she's completely stock, engine and drive train wise.

 

Ya But Luv!!! As I recall not given away secrets here...but... You have some extra squeeze to what she inhales; least wise till she says enough is enough and starts spiting nuts and bolts at you

Patch

[luvmy40]

Yeah, the compression is a little high. I've had her past red line a few times, briefly with no odd noises or vibrations.

[Patch]

Yeah, the compression is a little high. I've had her past red line a few times, briefly with no odd noises or vibrations.

 

 

"A LITTLE HIGH" you say hmm!

Wasn't it like 30%ish above max?

That loading is from the piston down to the crank; Luv my nuts! lol

If it were me and it wouldn't be, I bolt a shield under the saddle... Might just save 3 nuts

Sorry Buddy I couldn't resist the poke

[CaseyJ955]

Yeah, the compression is a little high. I've had her past red line a few times, briefly with no odd noises or vibrations.

 

The Vmax engine redlines at around 10k-ish, and the XVZ engine at a lick over ~7.5k. IIRC, I've read about guys with the 1300cc XVZ engine with the Vmax top ends running up to the 10k-ish redline, not done it myself yet. I would collect from that that the redline indicated on the Venture is not to prevent mechanical failure, but because it wont flow enough to have any meaningful pull beyond that. If I'm wrong and there is another reason the Venture redline is lower I hope someone will correct me.

 

On the Vmax the Vboost opens up at around 6k, and from there it will sweep on past the 10k redline in the absence of any OEM rev limiter. The Vmax IS subject to catastrophic failure above the 10k-ish redline, and according to folks who tune them 10k is the point of diminishing returns anyway. So yea, thats a redline that means business.

 

My 99 max has stock internals with COPs, Kerker 4-2-1, and the Morley's jet kit/filter lid. Once I got that all jetted, dialed in and sorted so she could breathe I found that she pulls hard and fast right on past the redline. I've done it once or twice inadvertently and she DID NOT appreciate it, but she had mercy and did not grenade, just protested. Now I am mindful to back out or up shift as it reaches 10k. I'm going to slap an Ignitek in it just to get the rev limiter. It's just so easy to overdo it. I've never ridden a Vmax with stock exhaust, so maybe the smaller downpipes make it less eager to fly past the redline.

 

On a stock Vmax with stock exhaust, it is said that the diameter of the OEM downpipe is the bottleneck to further tuning being effective, so the Venture exhaust probably even more. The main obstacle to making my Venture run like a Vmax (after I install the Vmax engine hardware) is drumming up an exhaust that not only outflows the OEM Venture exhaust, but the OEM Vmax exhaust as well. WHEEEEEEE:mo money:

 

 

A Venture that revs and howls like a tuned Vmax would be just eerie.

 

I'm not sure why a Venture couldnt enjoy a 10k redline IF, in theory, it could flow enough to make the extra revs. Could it?

[Patch]

The Vmax engine redlines at around 10k-ish, and the XVZ engine at a lick over ~7.5k. IIRC, I've read about guys with the 1300cc XVZ engine with the Vmax top ends running up to the 10k-ish redline, not done it myself yet. I would collect from that that the redline indicated on the Venture is not to prevent mechanical failure, but because it wont flow enough to have any meaningful pull beyond that. If I'm wrong and there is another reason the Venture redline is lower I hope someone will correct me.

 

On the Vmax the Vboost opens up at around 6k, and from there it will sweep on past the 10k redline in the absence of any OEM rev limiter. The Vmax IS subject to catastrophic failure above the 10k-ish redline, and according to folks who tune them 10k is the point of diminishing returns anyway. So yea, thats a redline that means business.

 

My 99 max has stock internals with COPs, Kerker 4-2-1, and the Morley's jet kit/filter lid. Once I got that all jetted, dialed in and sorted so she could breathe I found that she pulls hard and fast right on past the redline. I've done it once or twice inadvertently and she DID NOT appreciate it, but she had mercy and did not grenade, just protested. Now I am mindful to back out or up shift as it reaches 10k. I'm going to slap an Ignitek in it just to get the rev limiter. It's just so easy to overdo it. I've never ridden a Vmax with stock exhaust, so maybe the smaller downpipes make it less eager to fly past the redline.

 

On a stock Vmax with stock exhaust, it is said that the diameter of the OEM downpipe is the bottleneck to further tuning being effective, so the Venture exhaust probably even more. The main obstacle to making my Venture run like a Vmax (after I install the Vmax engine hardware) is drumming up an exhaust that not only outflows the OEM Venture exhaust, but the OEM Vmax exhaust as well. WHEEEEEEE:mo money:

 

 

A Venture that revs and howls like a tuned Vmax would be just eerie.

 

I'm not sure why a Venture couldnt enjoy a 10k redline IF, in theory, it could flow enough to make the extra revs. Could it?

 

 

Wow Casey there's a lot of unpacking in your post.

So some yes and no's, true flow becomes a problem that is to say both in and out. So does combustion timing and so too ignition timing...

Now consider piston speed, mass, acceleration and deceleration, the reversing strokes @ TDC & BDC, then factor in wear such as ring lands and valve springs = flutter or floating.... So the older the units the higher the risks.

As I'm sure y'all near sick of hearing the MKI & II is designed as a touring unit, so, not sure why we choose to compare it with her crazy sister as often as we read.

Where we get the horse or torque mostly is from the heads after we've figured crank angle & lever potentials cause we can't over leverage the power stroke.

Port design is a big deal, so is everything regarding flow, volume and velocity in both directions.

At high rpms compression falls off cause % falls off so longer burn times, means more combustion power tossed out the exhaust ports.

Exhaust is a difficult subject Casey and too often one that usually doesn't end well... Piping larger then the ports causes velocity problems which in turn causes % losses which of course kills the power and torque curves. Now you can design with that in mind like with cam choices with or without overlaps, lift & duration's excreta...

When we build for power we also need to except that maintenance schedule and increased operating cost..

And we haven't thought about power transfer, which will of course run the revs up...

Remember the advertisement "pay me now or pay me later"

[baylensman]

HERE YA GO ALL THE SUB 12 SECOND PRODUCTION BIKES NICE TOSEE MY OLD SJ MAKE THE LIST!

[TABLE=class: wikitable sortable jquery-tablesorter]

[TR]

[TH=class: headerSort, width: %2221%22, bgcolor: #EAECF0, align: center]Model year[/TH]

[TH=class: headerSort, width: %2221%22, bgcolor: #EAECF0, align: center]Motorcycle[/TH]

[TH=class: headerSort, width: %2221%22, bgcolor: #EAECF0, align: center]Time (seconds)[/TH]

[TH=class: headerSort, width: %2221%22, bgcolor: #EAECF0, align: center]Final speed[/TH]

[/TR]

[TR]

[TD]2012[/TD]

[TD]Kawasaki ZX-14R[/TD]

[TD]9.47[/TD]

[TD]152.83 mph (245.96 km/h)^[58][/TD]

[/TR]

[TR]

[TD]2008[/TD]

[TD]Ducati Desmosedici RR[/TD]

[TD]9.49[/TD]

[TD]152.80 mph (245.91 km/h)^[59][60][/TD]

[/TR]

[TR]

[TD]2015[/TD]

[TD]Kawasaki Ninja H2[/TD]

[TD]9.62[/TD]

[TD]152.01 mph (244.64 km/h)^[5][/TD]

[/TR]

[TR]

[TD]2008[/TD]

[TD]Suzuki Hayabusa[/TD]

[TD]9.70[/TD]

[TD]148.48 mph (238.96 km/h)^[61][/TD]

[/TR]

[TR]

[TD]2010[/TD]

[TD]Kawasaki ZX-10R[/TD]

[TD]9.72[/TD]

[TD]150.0 mph (241.4 km/h)^[7][/TD]

[/TR]

[TR]

[TD]2008[/TD]

[TD]Ducati 1098R[/TD]

[TD]9.75[/TD]

[TD]148.6 mph (239.1 km/h)^[7][/TD]

[/TR]

[TR]

[TD]2013[/TD]

[TD]BMW HP4[/TD]

[TD]9.76[/TD]

[TD]152.4 mph (245.3 km/h)^[7][/TD]

[/TR]

[TR]

[TD]2006[/TD]

[TD]Kawasaki ZX-10R[/TD]

[TD]9.76[/TD]

[TD]149.08 mph (239.92 km/h)^[7][/TD]

[/TR]

[TR]

[TD]2015[/TD]

[TD]Yamaha YZF-R1[/TD]

[TD]9.83[/TD]

[TD]149.91 mph (241.26 km/h)^[10][/TD]

[/TR]

[TR]

[TD]2014[/TD]

[TD]Ducati 1199 Panigale[/TD]

[TD]9.84[/TD]

[TD]145.68 mph (234.45 km/h)^[9][10][/TD]

[/TR]

[TR]

[TD]2002[/TD]

[TD]Kawasaki ZX-12R[/TD]

[TD]9.87[/TD]

[TD]146.29 mph (235.43 km/h)^[62][/TD]

[/TR]

[TR]

[TD]2004[/TD]

[TD]Yamaha YZF-R1S[/TD]

[TD]9.90[/TD]

[TD]144.98 mph (233.32 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2011[/TD]

[TD]Ducati 1199 Panigale S[/TD]

[TD]9.91[/TD]

[TD]145.95 mph (234.88 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2011[/TD]

[TD]BMW S1000RR[/TD]

[TD]9.93[/TD]

[TD]149.8 mph (241.1 km/h)^[63][/TD]

[/TR]

[TR]

[TD]2014[/TD]

[TD]BMW S1000R[/TD]

[TD]9.94[/TD]

[TD]141.74 mph (228.11 km/h)^[64][/TD]

[/TR]

[TR]

[TD]1998[/TD]

[TD]Kawasaki ZX-9R[/TD]

[TD]9.99[/TD]

[TD]136.80 mph (220.16 km/h)^[7][/TD]

[/TR]

[TR]

[TD]2008[/TD]

[TD]Suzuki B-King[/TD]

[TD]9.99[/TD]

[TD]138.42 mph (222.77 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2010[/TD]

[TD]Ducati 1198S[/TD]

[TD]10.0[/TD]

[TD]144.9 mph (233.2 km/h)^[16][/TD]

[/TR]

[TR]

[TD]2012[/TD]

[TD]Honda CBR1000RR[/TD]

[TD]10.0[/TD]

[TD]141.7 mph (228.0 km/h)^[65][/TD]

[/TR]

[TR]

[TD]2012[/TD]

[TD]Suzuki GSX-R1000[/TD]

[TD]10.03[/TD]

[TD]143.8 mph (231.4 km/h)^[65][/TD]

[/TR]

[TR]

[TD]2010[/TD]

[TD]Yamaha YZF-R1[/TD]

[TD]10.05[/TD]

[TD]138.51 mph (222.91 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2016[/TD]

[TD]Yamaha YZF-R1[/TD]

[TD]10.11[/TD]

[TD]146.62 mph (235.96 km/h)^[32][/TD]

[/TR]

[TR]

[TD]2010[/TD]

[TD]Yamaha VMAX[/TD]

[TD]10.11[/TD]

[TD]137 mph (220 km/h)^[4][/TD]

[/TR]

[TR]

[TD]2014[/TD]

[TD]EBR 1190RX[/TD]

[TD]10.12[/TD]

[TD]140.29 mph (225.77 km/h)^[9][/TD]

[/TR]

[TR]

[TD]2002[/TD]

[TD]Kawasaki ZZ-R1200[/TD]

[TD]10.12[/TD]

[TD]136.9 mph (220.3 km/h)^[66][/TD]

[/TR]

[TR]

[TD]2012[/TD]

[TD]Kawasaki ZX-10R ABS[/TD]

[TD]10.14[/TD]

[TD]144.4 mph (232.4 km/h)^[65][/TD]

[/TR]

[TR]

[TD]2010[/TD]

[TD]Aprilia RSV4 Factory[/TD]

[TD]10.16[/TD]

[TD]142.75 mph (229.73 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2015[/TD]

[TD]Ducati 1299 Panigale S[/TD]

[TD]10.18[/TD]

[TD]151.56 mph (243.91 km/h)^[51][/TD]

[/TR]

[TR]

[TD]1997[/TD]

[TD]Honda CBR1100XX[/TD]

[TD]10.20[/TD]

[TD]136.1 mph (219.0 km/h)^[67][/TD]

[/TR]

[TR]

[TD]2009[/TD]

[TD]BMW K1300S[/TD]

[TD]10.22[/TD]

[TD]135.04 mph (217.33 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2012[/TD]

[TD]Yamaha YZF-R1[/TD]

[TD]10.24[/TD]

[TD]140.0 mph (225.3 km/h)^[65][/TD]

[/TR]

[TR]

[TD]2013[/TD]

[TD]KTM 1190 RC8 R[/TD]

[TD]10.26[/TD]

[TD]137.90 mph (221.93 km/h)^[68][/TD]

[/TR]

[TR]

[TD]2006[/TD]

[TD]BMW K1200R[/TD]

[TD]10.30[/TD]

[TD]132.76 mph (213.66 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2008[/TD]

[TD]Ducati 1098[/TD]

[TD]10.31[/TD]

[TD]142.56 mph (229.43 km/h)^[69][/TD]

[/TR]

[TR]

[TD]2014[/TD]

[TD]Monster 1200 S[/TD]

[TD]10.31[/TD]

[TD]130.9 mph (210.66 km/h) _[11][/TD]

[/TR]

[TR]

[TD]2013[/TD]

[TD]Kawasaki ZX-10R ABS[/TD]

[TD]10.32[/TD]

[TD]140.87 mph (226.71 km/h)^[68][/TD]

[/TR]

[TR]

[TD]2017[/TD]

[TD]KTM 1290 Super Duke R[/TD]

[TD]10.32[/TD]

[TD]137.56 mph (221.38 km/h)^[70][/TD]

[/TR]

[TR]

[TD]2003[/TD]

[TD]Ducati 999[/TD]

[TD]10.36[/TD]

[TD]132.89 mph (213.87 km/h)^[1][/TD]

[/TR]

[TR]

[TD]1997[/TD]

[TD]Yamaha YZF1000R[/TD]

[TD]10.38[/TD]

[TD]132.72 mph (213.59 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2013[/TD]

[TD]MV Agusta F4RR[/TD]

[TD]10.40[/TD]

[TD]140.98 mph (226.89 km/h)^[68][/TD]

[/TR]

[TR]

[TD]2013[/TD]

[TD]Suzuki GSX-R750[/TD]

[TD]10.41[/TD]

[TD]135.89 mph (218.69 km/h)^[35][/TD]

[/TR]

[TR]

[TD]1997[/TD]

[TD]Kawasaki ZX-11[/TD]

[TD]10.42[/TD]

[TD]133.02 mph (214.07 km/h)^[67][/TD]

[/TR]

[TR]

[TD]2005[/TD]

[TD]Honda RC51[/TD]

[TD]10.44[/TD]

[TD]133.5 mph (214.8 km/h)^[7][/TD]

[/TR]

[TR]

[TD]2003[/TD]

[TD]Aprilia Tuono RSV-R[/TD]

[TD]10.49[/TD]

[TD]132.15 mph (212.67 km/h)^[43][/TD]

[/TR]

[TR]

[TD]2010[/TD]

[TD]MV Agusta Brutale 1090RR[/TD]

[TD]10.50[/TD]

[TD]130.98 mph (210.79 km/h)^[1][/TD]

[/TR]

[TR]

[TD]1994[/TD]

[TD]Suzuki RF900[/TD]

[TD]10.50[/TD]

[TD]133.1 mph (214.2 km/h)^[29][/TD]

[/TR]

[TR]

[TD]2008[/TD]

[TD]Buell 1125R[/TD]

[TD]10.51[/TD]

[TD]134.32 mph (216.17 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2014[/TD]

[TD]Triumph Speed Triple R[/TD]

[TD]10.55[/TD]

[TD]129.32 mph (208.12 km/h)^[71][/TD]

[/TR]

[TR]

[TD]1991[/TD]

[TD]Suzuki GSX-R1100M[/TD]

[TD]10.55[/TD]

[TD]133.7 mph (215.2 km/h)^[72][/TD]

[/TR]

[TR]

[TD]2011[/TD]

[TD]Kawasaki 1400GTR/Concours 14[/TD]

[TD]10.56[/TD]

[TD]127.68 mph (205.48 km/h)^[37][/TD]

[/TR]

[TR]

[TD]2006[/TD]

[TD]Suzuki GSX-R1000[/TD]

[TD]10.58[/TD]

[TD]144.25 mph (232.15 km/h)^[73][/TD]

[/TR]

[TR]

[TD]2003[/TD]

[TD]Suzuki SV1000s[/TD]

[TD]10.59[/TD]

[TD]130.81 mph (210.52 km/h)^[1][/TD]

[/TR]

[TR]

[TD]1994[/TD]

[TD]Honda CBR900RR[/TD]

[TD]10.60[/TD]

[TD]131.1 mph (211.0 km/h)^[29][/TD]

[/TR]

[TR]

[TD]2001[/TD]

[TD]Yamaha FZ1[/TD]

[TD]10.62[/TD]

[TD]130.02 mph (209.25 km/h)^[19][/TD]

[/TR]

[TR]

[TD]2010[/TD]

[TD]Ducati Multistrada 1200 S[/TD]

[TD]10.62[/TD]

[TD]127.62 mph (205.38 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2011[/TD]

[TD]Ducati Diavel[/TD]

[TD]10.63[/TD]

[TD]128 mph (206 km/h)^[74][/TD]

[/TR]

[TR]

[TD]2013[/TD]

[TD]Yamaha MT-09 (FZ-09)[/TD]

[TD]10.66[/TD]

[TD]125.24 mph (201.55 km/h)^[17][/TD]

[/TR]

[TR]

[TD]2003[/TD]

[TD]Honda CBR600RR[/TD]

[TD]10.68[/TD]

[TD]130.07 mph (209.33 km/h)^[23][/TD]

[/TR]

[TR]

[TD]1994[/TD]

[TD]Kawasaki Ninja ZX-9R[/TD]

[TD]10.70[/TD]

[TD]129.7 mph (208.7 km/h)^[29][/TD]

[/TR]

[TR]

[TD]2003[/TD]

[TD]Kawasaki ZX-6R[/TD]

[TD]10.73[/TD]

[TD]127.95 mph (205.92 km/h)^[23][/TD]

[/TR]

[TR]

[TD]1997[/TD]

[TD]Ducati 916[/TD]

[TD]10.77[/TD]

[TD]126.3 mph (203.3 km/h)^[7][/TD]

[/TR]

[TR]

[TD]1991[/TD]

[TD]Kawasaki ZZR-1100[/TD]

[TD]10.78[/TD]

[TD]132 mph (212 km/h)^[72][/TD]

[/TR]

[TR]

[TD]2006[/TD]

[TD]Kawasaki Ninja ZX-6R[/TD]

[TD]10.78[/TD]

[TD]127.12 mph (204.58 km/h)^[75][/TD]

[/TR]

[TR]

[TD]1998[/TD]

[TD]Suzuki TL1000R[/TD]

[TD]10.79[/TD]

[TD]129.54 mph (208.47 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2003[/TD]

[TD]Suzuki GSX-R600[/TD]

[TD]10.79[/TD]

[TD]127.89 mph (205.82 km/h)^[23][/TD]

[/TR]

[TR]

[TD]2006[/TD]

[TD]Triumph Speed Triple[/TD]

[TD]10.82[/TD]

[TD]125.01 mph (201.18 km/h)^[46][/TD]

[/TR]

[TR]

[TD]1983[/TD]

[TD]Honda V65 Magna[/TD]

[TD]10.75[/TD]

[TD][/TD]

[/TR]

[TR]

[TD]2003[/TD]

[TD]Yamaha YZF-R6[/TD]

[TD]10.84[/TD]

[TD]127.81 mph (205.69 km/h)^[23][/TD]

[/TR]

[TR]

[TD]2002[/TD]

[TD]MV Agusta F4 Senna[/TD]

[TD]10.85[/TD]

[TD]131.85 mph (212.19 km/h)^[1][/TD]

[/TR]

[TR]

[TD]1997[/TD]

[TD]Suzuki TL1000S[/TD]

[TD]10.85[/TD]

[TD]127.70 mph (205.51 km/h)^[1][/TD]

[/TR]

[TR]

[TD]1991[/TD]

[TD]Yamaha FZR1000RU[/TD]

[TD]10.87[/TD]

[TD]130 mph (210 km/h)^[72][/TD]

[/TR]

[TR]

[TD]2001[/TD]

[TD]Ducati Monster S4[/TD]

[TD]10.89[/TD]

[TD]119.42 mph (192.19 km/h)^[76][/TD]

[/TR]

[TR]

[TD]1984[/TD]

[TD]Suzuki GS1150ES[/TD]

[TD]10.94[/TD]

[TD]125 mph (201 km/h)^[77][/TD]

[/TR]

[TR]

[TD]2012[/TD]

[TD]Ducati Streetfighter 848[/TD]

[TD]10.94[/TD]

[TD]125.58 mph (202.10 km/h)^[30][/TD]

[/TR]

[TR]

[TD]1986[/TD]

[TD]Honda VFR750F[/TD]

[TD]10.95[/TD]

[TD]113.95 mph (183.38 km/h)^[78][/TD]

[/TR]

[TR]

[TD]2006[/TD]

[TD]Triumph Daytona 675[/TD]

[TD]10.96[/TD]

[TD]127.32 mph (204.90 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2015[/TD]

[TD]Yamaha MT-09 (FZ-09)[/TD]

[TD]10.97[/TD]

[TD]122.58 mph (197.27 km/h)^[31][/TD]

[/TR]

[TR]

[TD]2013[/TD]

[TD]Yamaha FJR1300A[/TD]

[TD]10.98[/TD]

[TD]122.29 mph (196.81 km/h)^[79][/TD]

[/TR]

[TR]

[TD]2001[/TD]

[TD]Aprilia RST1000 Futura[/TD]

[TD]11.04[/TD]

[TD]121.12 mph (194.92 km/h)^[1][/TD]

[/TR]

[TR]

[TD]1986[/TD]

[TD]Suzuki GSX-R1100[/TD]

[TD]11.04[/TD]

[TD]123.13 mph (198.16 km/h)^[42][/TD]

[/TR]

[TR]

[TD]1983[/TD]

[TD]Honda V65 Magna[/TD]

[TD]11.07[/TD]

[TD]123.62 mph (198.95 km/h)^[80][/TD]

[/TR]

[TR]

[TD]2016[/TD]

[TD]Yamaha XSR900[/TD]

[TD]11.07[/TD]

[TD]122.33 mph (196.97 km/h)[/TD]

[/TR]

[TR]

[TD]1997[/TD]

[TD]Yamaha VMAX[/TD]

[TD]11.09[/TD]

[TD]121.49 mph (195.52 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2003[/TD]

[TD]Honda CBR600F4i[/TD]

[TD]11.11[/TD]

[TD]123.74 mph (199.14 km/h)^[23][/TD]

[/TR]

[TR]

[TD]1983[/TD]

[TD]Honda CB1100F[/TD]

[TD]11.13[/TD]

[TD]120.48 mph (193.89 km/h)^[81][/TD]

[/TR]

[TR]

[TD]2003[/TD]

[TD]Ducati 749S[/TD]

[TD]11.15[/TD]

[TD]123.04 mph (198.01 km/h)^[23][/TD]

[/TR]

[TR]

[TD]2008[/TD]

[TD]Triumph Street Triple[/TD]

[TD]11.17[/TD]

[TD]120.06 mph (193.22 km/h)^[1][/TD]

[/TR]

[TR]

[TD]1996[/TD]

[TD]Kawasaki Ninja ZX-7R[/TD]

[TD]11.17[/TD]

[TD]122.27 mph (196.77 km/h)^[1][/TD]

[/TR]

[TR]

[TD]1981[/TD]

[TD]Kawasaki GPZ1100[/TD]

[TD]11.18[/TD]

[TD]119.10 mph (191.67 km/h)^[82][/TD]

[/TR]

[TR]

[TD]1984[/TD]

[TD]Kawasaki GPZ900R[/TD]

[TD]11.18[/TD]

[TD]121.65 mph (195.78 km/h)^[41][/TD]

[/TR]

[TR]

[TD]1993[/TD]

[TD]Honda CBR1000F[/TD]

[TD]11.19[/TD]

[TD]121.24 mph (195.12 km/h)^[83][/TD]

[/TR]

[TR]

[TD]2014[/TD]

[TD]BMW R1200RT[/TD]

[TD]11.22[/TD]

[TD]119.24 mph (191.90 km/h)^[39][/TD]

[/TR]

[TR]

[TD]1981[/TD]

[TD]Suzuki Katana[/TD]

[TD]11.32[/TD]

[TD]120.00 mph (193.12 km/h)^[84][/TD]

[/TR]

[TR]

[TD]2004[/TD]

[TD]Yamaha FZ6[/TD]

[TD]11.32[/TD]

[TD]118.01 mph (189.92 km/h)^[55][/TD]

[/TR]

[TR]

[TD]2012[/TD]

[TD]Triumph Tiger Explorer 1200[/TD]

[TD]11.32[/TD]

[TD]118.07 mph (190.02 km/h)^[1][/TD]

[/TR]

[TR]

[TD]1979[/TD]

[TD]Honda CBX[/TD]

[TD]11.36[/TD]

[TD]118.11 mph (190.08 km/h)^[85][/TD]

[/TR]

[TR]

[TD]2001[/TD]

[TD]Harley-Davidson VRSC V-Rod[/TD]

[TD]11.38[/TD]

[TD]119.07 mph (191.62 km/h)^[1][/TD]

[/TR]

[TR]

[TD]1980[/TD]

[TD]Suzuki GS1100E[/TD]

[TD]11.39[/TD]

[TD]118.42 mph (190.58 km/h)^[86][/TD]

[/TR]

[TR]

[TD]2011[/TD]

[TD]BMW F800R[/TD]

[TD]11.39[/TD]

[TD]116.83 mph (188.02 km/h)^[1][/TD]

[/TR]

[TR]

[TD]1994[/TD]

[TD]Triumph Daytona 900[/TD]

[TD]11.40[/TD]

[TD]119.1 mph (191.7 km/h)^[29][/TD]

[/TR]

[TR]

[TD]1984[/TD]

[TD]Kawasaki GPZ750 Turbo[/TD]

[TD]11.40[/TD]

[TD]118.42 mph (190.58 km/h)^[87][/TD]

[/TR]

[TR]

[TD]2004[/TD]

[TD]Triumph Rocket III[/TD]

[TD]11.44[/TD]

[TD]118.33 mph (190.43 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2010[/TD]

[TD]Triumph Rocket III Roadster[/TD]

[TD]11.48[/TD]

[TD]115 mph (185 km/h)^[4][/TD]

[/TR]

[TR]

[TD]2008[/TD]

[TD]Moto Guzzi Griso 1200 8V[/TD]

[TD]11.51[/TD]

[TD]116.00 mph (186.68 km/h)^[1][/TD]

[/TR]

[TR]

[TD]1990[/TD]

[TD]Kawasaki ZZ-R600[/TD]

[TD]11.55[/TD]

[TD]119.00 mph (191.51 km/h)^[50][/TD]

[/TR]

[TR]

[TD]2003[/TD]

[TD]Ducati Multistrada[/TD]

[TD]11.60[/TD]

[TD]113.77 mph (183.10 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2006[/TD]

[TD]Suzuki Boulevard M109R[/TD]

[TD]11.62[/TD]

[TD]114.91 mph (184.93 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2003[/TD]

[TD]Suzuki SV650s[/TD]

[TD]11.63[/TD]

[TD]114.41 mph (184.13 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2009[/TD]

[TD]Ducati Sport1000[/TD]

[TD]11.64[/TD]

[TD]136.50 mph (219.68 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2002[/TD]

[TD]Triumph Speed Four[/TD]

[TD]11.65[/TD]

[TD]114.9 mph (184.9 km/h)^[88][/TD]

[/TR]

[TR]

[TD]1985[/TD]

[TD]Yamaha XJ750X Maxim-X[/TD]

[TD]11.66[/TD]

[TD]116.1 mph (186.8 km/h)^[89][/TD]

[/TR]

[TR]

[TD]1991[/TD]

[TD]Triumph Trophy 1200 (120ps)[/TD]

[TD]11.70[/TD]

[TD]120 mph (190 km/h)^[90][/TD]

[/TR]

[TR]

[TD]1983[/TD]

[TD]Honda CX650 Turbo[/TD]

[TD]11.75[/TD]

[TD]112.21 mph (180.58 km/h)^[91][/TD]

[/TR]

[TR]

[TD]1978[/TD]

[TD]Yamaha XS1100[/TD]

[TD]11.78[/TD]

[TD]114.21 mph (183.80 km/h)^[92][/TD]

[/TR]

[TR]

[TD]1999[/TD]

[TD]BMW R1100S[/TD]

[TD]11.78[/TD]

[TD]114.73 mph (184.64 km/h)^[1][/TD]

[/TR]

[TR]

[TD]1978[/TD]

[TD]Suzuki GS1000[/TD]

[TD]11.83[/TD]

[TD]107.88 mph (173.62 km/h)^[93][/TD]

[/TR]

[TR]

[TD]2005[/TD]

[TD]Ducati Multistrada 1000DS[/TD]

[TD]11.88[/TD]

[TD]113.10 mph (182.02 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2011[/TD]

[TD]Yamaha XT1200Z Super Ténéré[/TD]

[TD]11.89[/TD]

[TD]109.57 mph (176.34 km/h)^[1][/TD]

[/TR]

[TR]

[TD]1971[/TD]

[TD]Norton Dunstall 810^[note][/TD]

[TD]11.9[/TD]

[TD]107.88 mph (173.62 km/h)^[56][/TD]

[/TR]

[TR]

[TD]2007[/TD]

[TD]Victory 8-Ball[/TD]

[TD]11.91[/TD]

[TD]113.26 mph (182.27 km/h)^[1][/TD]

[/TR]

[TR]

[TD]2015[/TD]

[TD]Indian Scout[/TD]

[TD]11.93[/TD]

[TD]110.05 mph (177.11 km/h)^[76][/TD]

[/TR]

[TR]

[TD]1979[/TD]

[TD]Kawasaki KZ1300[/TD]

[TD]11.93[/TD]

[TD]114.79 mph (184.74 km/h)^[94][/TD]

[/TR]

[TR]

[TD]1982[/TD]

[TD]Kawasaki GPZ750[/TD]

[TD]11.93[/TD]

[TD]109.62 mph (176.42 km/h)^[95][/TD]

[/TR]

[TR]

[TD]1980[/TD]

[TD]Honda CBX[/TD]

[TD]11.93[/TD]

[TD]114.06 mph (183.56 km/h)^[96][/TD]

[/TR]

[TR]

[TD]1987[/TD]

[TD]Honda CBR600F[/TD]

[TD]11.94[/TD]

[TD]111.42 mph (179.31 km/h)^[52][/TD]

[/TR]

[TR]

[TD]1993[/TD]

[TD]Kawasaki Zephyr / ZR1100[/TD]

[TD]11.95[/TD]

[TD]114.5 mph (184.3 km/h)^[97][/TD]

[/TR]

[TR]

[TD]1972[/TD]

[TD]Kawasaki H2 Mach IV^[note][/TD]

[TD]11.95[/TD]

[TD]115.38 mph (185.69 km/h)^{[98][57][99][100][101][102]}

[/TD]

[/TR]

[TR]

[TD]1993[/TD]

[TD]Triumph Trophy 1200 (110ps)[/TD]

[TD]12.00[/TD]

[TD]117 mph (188 km/h)^[90][/TD]

[/TR]

[/TABLE]

[sandman]

With vmax top end minus vboost and stock venture ignition box engine revs freely to 10k, stock exhaust. PCW has built many large displacement engines(large heavier pistons)and states stock rods are good to 180hp. A good exhaust system is paramount to the next step in performance 120hp to 140+. Its the whole package and it's there if you want it. All from old mid eighties readily available parts. This isn't something new. Its been done thousands of times. I just want to apply it to my sofa.

Edited July 8, 2019 by sandman

[CaseyJ955]

Wow Casey there's a lot of unpacking in your post.

So some yes and no's, true flow becomes a problem that is to say both in and out. So does combustion timing and so too ignition timing...

Now consider piston speed, mass, acceleration and deceleration, the reversing strokes @ TDC & BDC, then factor in wear such as ring lands and valve springs = flutter or floating.... So the older the units the higher the risks.

As I'm sure y'all near sick of hearing the MKI & II is designed as a touring unit, so, not sure why we choose to compare it with her crazy sister as often as we read.

Where we get the horse or torque mostly is from the heads after we've figured crank angle & lever potentials cause we can't over leverage the power stroke.

Port design is a big deal, so is everything regarding flow, volume and velocity in both directions.

At high rpms compression falls off cause % falls off so longer burn times, means more combustion power tossed out the exhaust ports.

Exhaust is a difficult subject Casey and too often one that usually doesn't end well... Piping larger then the ports causes velocity problems which in turn causes % losses which of course kills the power and torque curves. Now you can design with that in mind like with cam choices with or without overlaps, lift & duration's excreta...

When we build for power we also need to except that maintenance schedule and increased operating cost..

And we haven't thought about power transfer, which will of course run the revs up...

Remember the advertisement "pay me now or pay me later"

 

Thank you for unpacking

 

The XVZ/VMX hybrid engine is not entirely new territory, there are a few guys running these on the Vmax, I guess all other things being equal if tuned right it gets you to the 130+ rwp club (on the Vmax with Vmax final drive and wheel diameter). That extra 100cc is pretty cheap and the next best thing to buying the 1500cc Tourmaster block $$$$$$.

 

Your point is well taken on spark curve, duration and timing. I installed an Ignitek in anticipation of this and got a few maps from others that have successfully done the hybrid, on both Vmax and Venture models. I assume I'll have to do some fudging but it should be a great jumping off point. I did it not necessary because I'm an experienced engine builder, but more because i know others have had to do it to get the best results. I love forums!

 

Never sick of hearing about these units being designed for touring. Your stating a fact and factual information is not frowned upon, at least not by me. If I were doing a bike to take to the strip and be competitive I would absolutely not choose a Venture of any year, and probably not a VMax either. My goal is to simply take advantage of a very cost-effective way to add considerably more power and zing to an outdated overweight touring bike. My expectations are to considerably improve passing power and grin factor. And also for serving up humble pie to the HD guys, but it already does that. I do not expect this bike to launch or get down into the 10s. No matter what I do to this bike it will still be a Venture. In some regards that is part of the fun of it all.

 

My goal with the exhaust is to find some way to get something comparable to the Kerker system designed for the VMax, as the diameter is already proven to work awesome for the Vmax heads. The rest of the exhaust system design is where the $$ comes in, as I need to have a proven system built or enlist the help of someone who knows more than I about exhaust system design. I know blindly going bigger and backyard collector designs can defeat a lot of what I'm going for. Some backpressure is necessary on a non-turbo street driven vehicle.

 

As with all things, realistic expectations are important in my experience. I really enjoy your posts and respect your knowledge so anytime you chime in I'm grateful for your input. I hope you continue to share your wisdom, it really is appreciated and one of the main reasons to have a forum in the first place. I hold my own when turning wrenches but I'm also grateful to be able to ride the coattails of those that have different and more knowledge than I. I am glad you took the time to compose a thoughtful response, thank you.

[Patch]

Thank you for unpacking

 

The XVZ/VMX hybrid engine is not entirely new territory, there are a few guys running these on the Vmax, I guess all other things being equal if tuned right it gets you to the 130+ rwp club (on the Vmax with Vmax final drive and wheel diameter). That extra 100cc is pretty cheap and the next best thing to buying the 1500cc Tourmaster block $$$$$$.

 

Your point is well taken on spark curve, duration and timing. I installed an Ignitek in anticipation of this and got a few maps from others that have successfully done the hybrid, on both Vmax and Venture models. I assume I'll have to do some fudging but it should be a great jumping off point. I did it not necessary because I'm an experienced engine builder, but more because i know others have had to do it to get the best results. I love forums!

 

Never sick of hearing about these units being designed for touring. Your stating a fact and factual information is not frowned upon, at least not by me. If I were doing a bike to take to the strip and be competitive I would absolutely not choose a Venture of any year, and probably not a VMax either. My goal is to simply take advantage of a very cost-effective way to add considerably more power and zing to an outdated overweight touring bike. My expectations are to considerably improve passing power and grin factor. And also for serving up humble pie to the HD guys, but it already does that. I do not expect this bike to launch or get down into the 10s. No matter what I do to this bike it will still be a Venture. In some regards that is part of the fun of it all.

 

My goal with the exhaust is to find some way to get something comparable to the Kerker system designed for the VMax, as the diameter is already proven to work awesome for the Vmax heads. The rest of the exhaust system design is where the $$ comes in, as I need to have a proven system built or enlist the help of someone who knows more than I about exhaust system design. I know blindly going bigger and backyard collector designs can defeat a lot of what I'm going for. Some backpressure is necessary on a non-turbo street driven vehicle.

 

As with all things, realistic expectations are important in my experience. I really enjoy your posts and respect your knowledge so anytime you chime in I'm grateful for your input. I hope you continue to share your wisdom, it really is appreciated and one of the main reasons to have a forum in the first place. I hold my own when turning wrenches but I'm also grateful to be able to ride the coattails of those that have different and more knowledge than I. I am glad you took the time to compose a thoughtful response, thank you.

 

I always thought you a big guy Casey, but I have a clearer picture of your size now! Agree after decades of working behind locked garage doors keeping my tricks to myself some years back I had my laptop stolen and so with it went my best of the best and is why I hesitate to post formulas anymore... It takes a lot of net reading to find the truth and I just can't pull them up randomly anymore!

 

You are absolutely correct about loosing your hard won gains thru the exhaust. There are some passive tricks tho, a good example of tuned exhaust comes from two strokes which dates but, a German fellow in the 20's I believe nailed it and much of what he did was build on yet his prints remain.

Another good example for a stock setup is the MKI (my opinion) think along the lines that at rpm you will have velocity around the muffler as the bike runs thru a tunnel of air flow, the smart guys took flow fundamentals for the tip converting the pressure from high to low. This creates a passive siphon! So why do this? We know that flow wants to equalize, and we know that narrowing creates velocity because of the fact that volume flows want to stay constant (being brief); we also learned thru Venturi that we can use this as a mechanical advantage so connecting pipes to match firing order proved to be in our favour. However we had to figure how to reduce inevitable separation of flow @ TDC so valve timing overlap was and is still the solution for clearing the remaining exhaust out from the combustion chamber!

If we walk it back a bit say when I had shoulder length hair, we tuned our headers length by flame, what we should of been doing is working to reduce that flame some first, then deal with the left overs. The reality of it is that we waist expansion heat tossing it out the exit ports and, the higher we scale the beast the more we wast in HP is lost; torque being a different beast cause its at a different scale range so it proves to be more efficient result; torque being a constant because we are rotating the crank and the math is all in proper working order, where as HP is say brutish.

 

Lets mix it up a bit, fuel ignition is a timing problem; as it gets compressed we need to - not want to ignite it before TDC. The problem is that it keeps changing shape and it can separate before and after ignition! Less so with dish tops but still a real potential! It will relight up in the chamber but, too little too late. All walls have an effect on flows and its called the "wall effect" so whats the answer? Sequential firing (my opinion) and I have experimented with it same engine with and with out; its a winner (not these engines)... Lighting the changing shape charge at both ends is very efficient use of the charge and causes greater expansion which means less wasted thru the exit hence more foot pounds of pressured to accelerate the piston!

 

The first foot of piping needs to be full (rule of thumb) the back pressure is and isn't a myth in a naturally aspirated engine. What the words suggest is that we want to keep the flows unbroken and moving! No cats no compressor so 1/4 or less of a pound should be close. But to scavenge you want to sequence your pipes and you want them to pull exhaust not air so a tight system is needed, (like waiting for an elevator in a high rise) next next next!

 

One more mix because I think we're in the watering hole forum? Backfires: backfires suggest up thru the intake not exhaust, but its become common to reverse it so... On the Gen 2's we read this often and it is often suggested that the fix is found in the exhaust pipe integrity! No Sir's... that is not the problem nor is it the question that should be asked. The Gen 2 runs a higher compression, one would think as a result less unignited fuel should be discharged yet that doesn't seem to be the case, so why? There may be 3 explanations, ignition timing or poor spark, low compression, or incorrect jetting? Patching the pipes only masks the problem (my opinion)

 

Here's a thought, if you pump directional air thru the exhaust system at a greater rate than that of the push effect from the exhaust stroke; you get what effect from above that directional air flow? Think Venturi

Patch

[Dano]

As a long time member here and quite knowledgeable 'bout these motors, of course you both have the starter clutch upgrade done by Squeeze and myself (Morleys sells 'em!) installed on your bikes already,,,right??!

 

BTW, if'n you want the best and most buildable 1200 v4,,,then find an early VIN Venture from '83 and youse will have the reason why the VMax was built. The first six months these bikes were out there Yammamamma figured they was too quick for these 750lb bikes so they detuned the crap out of them. I had an 84 that I rebuilt totally, checked and freshened the engine, back-cut the second gear dog and slot, put 'er back together and she would pull the front tire anytime you wanted. There's also one of us down NC way that'll race any 2wheeler that pulls up next to him on his '85, but he wins 'cause he'll go over 150+ and they won't...

 

Perty good background history is why we do what we do to these things...

 

And that's also why I moved up to a 2nd Gen when I turned 52 because who knows when that sucker wants to go all the way over when you pop that front tire up...