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V-Due Pics, (aka Porn)

 
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SB8R Tuner



Joined: 29 Nov 2010
Posts: 83

PostPosted: Wed Apr 23, 2014 8:42 pm    Post subject: V-Due Pics, (aka Porn) Reply with quote

Let this thread be about the things, us V-Due owners, GET OFF about!!

I will take some pics of the motor and post them in the next day or two!!

TAKE IT OFF AND FLAUNT IT!!




















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Bimota V-Due
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Suzuki 1988 GSXR-750
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brian



Joined: 22 Aug 2011
Posts: 3769
Location: Australia

PostPosted: Thu Apr 24, 2014 12:53 am    Post subject: Reply with quote

Nice pics mate. 2bims had some nice naked pics of his Vdue in a recent thread also.
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'99 DB4 #104, '96 SB6 #1165, '94 DB2 J #652, '99 DB4 #088, '08 VTX1800, '93 ZXR750R M1, '95 ZXR750, '95 ZXR750 Race Bike, '94 CBR400rr NC29 Race Bike, '94 CB250, '49 BSA C10 250, '61 BSA A10 650, '89 ZXR750, '91 Ducati 851
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2bims



Joined: 03 Apr 2010
Posts: 7289

PostPosted: Thu Apr 24, 2014 8:24 am    Post subject: Reply with quote

Ah yes..but this ones got shiney shiney bits....all laid on the finest Egyptian thousand thread cotton towelling....Hhmmm...Shiney......Interested in your pistons....single ring jobbies....Where from or have you had them bespoke manufactured??
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mm500



Joined: 18 Feb 2014
Posts: 121
Location: Norway

PostPosted: Thu Apr 24, 2014 10:29 am    Post subject: Reply with quote

Me like! Smile
Is that some modified head inserts you have there?
What kind of setup do you have on the TM carbs?
How is the bike running?
I have the same EWP on my RS 250, works great Smile
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SB8R Tuner



Joined: 29 Nov 2010
Posts: 83

PostPosted: Thu Apr 24, 2014 9:25 pm    Post subject: Reply with quote

2bims, the piston are manufactured by Motorad Fiedler. Their website is, http://www.motorrad-fiedler.de/ I don't have the single ring pistons in my motor, I have the stock pistons that I had modified for a gap-less top ring set-up. Pictures below!!

mm500, the interchangeable heads are made buy the same company and I'm keeping the fuel injection, the TM carbs are also from Motorad Fiedler.
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Bimota V-Due
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SB8R Tuner



Joined: 29 Nov 2010
Posts: 83

PostPosted: Thu Apr 24, 2014 9:48 pm    Post subject: Reply with quote

More pics!!

Stock pistons with molly coating on skirt and thermal coating on piston dome.
Stock head with thermal coating.


Gap-less top ring set-up.


Cylinders with all sharp edges radiused.




Factory reads on the left and aftermarket reads on the right.


These are molds of the combustion chambers of two different heads offered on the V-Dues. The one on the left is off of my V-due, the one on the right was one Bimota Spirit sent me to look at. If any one knows what model the chamber mold on the right belongs to,or what the advantage of this one over the other one is please let me know.


Cases with the transfer area deburred.



All brackets and screws have been electroless nickle plated.


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trev45



Joined: 15 Jun 2011
Posts: 449
Location: Sydney Australia

PostPosted: Fri Apr 25, 2014 12:37 am    Post subject: Reply with quote

These are molds of the combustion chambers of two different heads offered on the V-Dues.

Left is early EFI head
Right is later Carb head

My racing engines have a lot more going on inside Wink

Trev
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dingbat



Joined: 17 Sep 2013
Posts: 46
Location: uk

PostPosted: Fri Apr 25, 2014 10:34 am    Post subject: Tuning two strokes and v dues Reply with quote

Hi all, likewise, mmmm ! Lovely shiny tuning goodies - have been lucky enough to have owned, tuned, raced and road ridden a few two strokes over the years, now with a VDue and thus far am still around to tell the tale. Suggest remember before you supertune your reliable (!) 120 ish bhp Vdue with many squids worth of goodies - one great and well documented example from well known racing and road practice -of what happens when you tune a high performance two stroke . The iconic(and far more refined in its control systems than the VDue) RGV 250 motor makes about 52- 56 rear wheel horsepower in standard trim. If you raced in the UK - you raced an RGV until you bought your first TZ. Similar applies to KR1S's and latterly TZR 250 3XV's but with different numbers - You want to go even faster and have a few squid spare - so you do a race tune from Stan or one of the others, sort the carburation and powervalves and add a set of Arrow pipes and you have about 65 rear wheel horsepower. On this spec you can thrash the bike mercilessly on the road or track on premium unleaded using stock oil pump for several thousands of miles without incident as long as you pay attention to the usual stuff and its not so hard to do But if you want that magical 70hp - that last 5 horses - which everyone says you must have - you have to buy it at great expense and put in all the trick stuff - and go the last bit with compression, porting, power valve and ignition with pipes from OEM race kit if you can find and afford it. In the process you'll lose the last bit of what little midrange power there may have been when you started. And then - after all this - you have transformed your relatively useable and relatively low maintenence road engine into - voila - a race engine along with everything which goes along with it ! And it will be a pig to ride on the road should you want to at any time ! Another bonus is that you'll probably find that the stock gearbox ratios will now no longer work as you'll have such a narrow powerband to keep within. And after all this, it still will get blown into the weeds by a dedicated racebike on the track. ! Maybe bear in mind that tuning an already peaky motor will not usually fix problems which are inherant in the design and may even amplify them if you are unlucky. Normal blueprinting is fine and will give the possibility that the motor makes what the manufacturer says it should. Take a look to see if you can try to get the basic setup running first and select carefully adding the upgrades one by one or you may end up with no real gain. Single ring pistons are for the track - be careful as the gains for the road are small. Suggest treat replacement fibre reeds, especially those where instructions suggest removing the standard fitment stops completely with caution. Verily my Lord they doth sometimes break at high RPM and bits of them inhaled into an engine at high speed doth surely tighten up the nether regions of the human body very quickly. I am not so sure it would be much fun running a bike to be used on the road with a high compression motor on pump fuel premix if you want to go for a decent length ride. High compression ratios usually means using avgas as modern pump fuel is not really adequate which means that using either in the wrong situation could land you with a lump of expensive broken engine components just for the sake of a few extra horses. When tuning two strokes unintentionally ventilated pistons are always possible at any given time and and can lead to ventilated crankcases also if the sometimes resulting high speed piston seizure breaks a conrod. I mentioned to Piero when I picked up my bike about putting Mikunis on the V Due but the withering look he gave me was sufficient for me to shut up ! But its obviously not a bad idea and I will probably do it at somestage as it has to better than the Dellortos. Theres more than enough power there for the road already (cant remember when I last did 160mph down my street) and its peaky as we all know. Obviously though if you are racing it - none of this matters and you'll try it anyway just to get that last BHP ! Even then, you have to finish the races all season if you are racing against reliable four strokes to win the championship ! But at the end of the day as someone wise probably once said ---whatever floats your boat ! Laughing
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husson73



Joined: 31 Jul 2010
Posts: 188
Location: Paris FRANCE

PostPosted: Sun Apr 27, 2014 5:49 pm    Post subject: Reply with quote

more pictures please, first time I see a V Due carburators engine strip, nice porn Mr. Green
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JRH



Joined: 21 Jan 2013
Posts: 223
Location: West Mids/North East

PostPosted: Sun Apr 27, 2014 8:56 pm    Post subject: Re: Tuning two strokes and v dues Reply with quote

[quote="dingbat"]Hi all, likewise, mmmm ! Lovely shiny tuning goodies - have been lucky enough to have owned, tuned, raced and road ridden a few two strokes over the years, now with a VDue and thus far am still around to tell the tale. Suggest remember before you supertune your reliable (!) 120 ish bhp Vdue with many squids worth of goodies - one great and well documented example from well known racing and road practice -of what happens when you tune a high performance two stroke . The iconic(and far more refined in its control systems than the VDue) RGV 250 motor makes about 52- 56 rear wheel horsepower in standard trim. If you raced in the UK - you raced an RGV until you bought your first TZ. Similar applies to KR1S's and latterly TZR 250 3XV's but with different numbers - You want to go even faster and have a few squid spare - so you do a race tune from Stan or one of the others, sort the carburation and powervalves and add a set of Arrow pipes and you have about 65 rear wheel horsepower. On this spec you can thrash the bike mercilessly on the road or track on premium unleaded using stock oil pump for several thousands of miles without incident as long as you pay attention to the usual stuff and its not so hard to do But if you want that magical 70hp - that last 5 horses - which everyone says you must have - you have to buy it at great expense and put in all the trick stuff - and go the last bit with compression, porting, power valve and ignition with pipes from OEM race kit if you can find and afford it. In the process you'll lose the last bit of what little midrange power there may have been when you started. And then - after all this - you have transformed your relatively useable and relatively low maintenence road engine into - voila - a race engine along with everything which goes along with it ! And it will be a pig to ride on the road should you want to at any time ! Another bonus is that you'll probably find that the stock gearbox ratios will now no longer work as you'll have such a narrow powerband to keep within. And after all this, it still will get blown into the weeds by a dedicated racebike on the track. ! Maybe bear in mind that tuning an already peaky motor will not usually fix problems which are inherant in the design and may even amplify them if you are unlucky. Normal blueprinting is fine and will give the possibility that the motor makes what the manufacturer says it should. Take a look to see if you can try to get the basic setup running first and select carefully adding the upgrades one by one or you may end up with no real gain. Single ring pistons are for the track - be careful as the gains for the road are small. Suggest treat replacement fibre reeds, especially those where instructions suggest removing the standard fitment stops completely with caution. Verily my Lord they doth sometimes break at high RPM and bits of them inhaled into an engine at high speed doth surely tighten up the nether regions of the human body very quickly. I am not so sure it would be much fun running a bike to be used on the road with a high compression motor on pump fuel premix if you want to go for a decent length ride. High compression ratios usually means using avgas as modern pump fuel is not really adequate which means that using either in the wrong situation could land you with a lump of expensive broken engine components just for the sake of a few extra horses. When tuning two strokes unintentionally ventilated pistons are always possible at any given time and and can lead to ventilated crankcases also if the sometimes resulting high speed piston seizure breaks a conrod. I mentioned to Piero when I picked up my bike about putting Mikunis on the V Due but the withering look he gave me was sufficient for me to shut up ! But its obviously not a bad idea and I will probably do it at somestage as it has to better than the Dellortos. Theres more than enough power there for the road already (cant remember when I last did 160mph down my street) and its peaky as we all know. Obviously though if you are racing it - none of this matters and you'll try it anyway just to get that last BHP ! Even then, you have to finish the races all season if you are racing against reliable four strokes to win the championship ! But at the end of the day as someone wise probably once said ---whatever floats your boat ! Laughing[/quote

Really good post……
For my sins, I have ran RGVs, And still have an NSR and a very quick TZR 3XV.
Ive played with VHM inserted heads,reeds, and big bore kits etc…..
Have no intention of messing with the tuning on my VDue….
If you want it to go faster, buy a big bike)))))))
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Norbo



Joined: 26 Mar 2013
Posts: 27

PostPosted: Sat May 10, 2014 10:07 am    Post subject: Reply with quote

some realy nice stuff hear
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