S&S CYCLE har för 2014 utökat sortimentet av reservdelar under varumärket VIOLA V-TWIN med 500 nya artiklar. Hela sortimentet finns i en 290 sidors katalog där 50 av sidorna består av en översättningstabell från H-D artikelnummer till S&S nummer och tvärtom.
Katalogen är uppdelad i sektioner * Twin Cam 2007-2014 * Twin Cam 1999-2006 * Evolution 1984-1999 * Sportster 1986-2012 * Shovelhead * Panhead * Knucklehead * Flathead och längst bak Cross Reference listorna.
Tonvikten ligger på motordelar men även elektronik, laddning, startmotorer och transmissionsdelar är inkluderat.
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Karling Racing Engines
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torsdag 6 februari 2014
tisdag 4 januari 2011
tisdag 22 december 2009
torsdag 30 juli 2009
July 24th to 26th 2009 Mantorp Park Sweden Veidec Festival
This weekend did we really look forward too. Mantorp Park is our home track and it is also one of the biggest races in Europe with 360 teams from Junior Dragster to Top Fuel. The fuel cars is running 1000-feet and Top Fuel Bike and Super Twin is running 1/8 mile because of the short stopping distance. The weather looks great and the grandstands were sold out early.
After the Alastaro race did we feel that now is it time to start tuning getting the performance out of the bike. We did step up the tuning from Finland trying to do our best first round out trying to get into the 8-bike ladder. There is 20 twins trying to be there.
We have been struggling with unstable idle on the bike since the time we first started it. We get it running right but for some reason does it runs bad next time we start it. The main problem is a cold wet rear cylinder which change to hot during load and the front cools down. With help of the nozzle sizes does we compensate for it and got it pretty good in Finland. But when after the first burnout is it real bad. The fuel is just flushing out of the rear cylinder exhaust pipe so we decide to stop the engine and cancel the run.
Back in the pits checking all nozzles and check valves. Re-jetting with nozzle changes, start testing many times. We were not satisfied but went out for next qualification run. It did run better now and the temperature between the front and rear cylinder were almost perfect. The plan was to do a “soft” hit and do a full 1/8 mile run.
But direct when Charley opened the throttle full did the engine misfire a couple of times and stopped abrupt. It stopped so quick that the blower belt was ripped off. The broken blower belt and bent pushrods on the front cylinder was the only thing that showed that something was wrong. Some oil smoke from the exhaust pipes as well.
This was not what we wanted. Back to the pits draining the oil to start analyse the damages. There was a lot of nitro in the oil. The intake manifold were full of oil and when the cylinder heads was removed did we realize that the front piston had been pushed down to the bottom and with help of the wrist pin splitting the connecting rod in two halves. We got the same damages at the last tests in Finland last year.
After the Alastaro race did we feel that now is it time to start tuning getting the performance out of the bike. We did step up the tuning from Finland trying to do our best first round out trying to get into the 8-bike ladder. There is 20 twins trying to be there.
We have been struggling with unstable idle on the bike since the time we first started it. We get it running right but for some reason does it runs bad next time we start it. The main problem is a cold wet rear cylinder which change to hot during load and the front cools down. With help of the nozzle sizes does we compensate for it and got it pretty good in Finland. But when after the first burnout is it real bad. The fuel is just flushing out of the rear cylinder exhaust pipe so we decide to stop the engine and cancel the run.
Back in the pits checking all nozzles and check valves. Re-jetting with nozzle changes, start testing many times. We were not satisfied but went out for next qualification run. It did run better now and the temperature between the front and rear cylinder were almost perfect. The plan was to do a “soft” hit and do a full 1/8 mile run.
But direct when Charley opened the throttle full did the engine misfire a couple of times and stopped abrupt. It stopped so quick that the blower belt was ripped off. The broken blower belt and bent pushrods on the front cylinder was the only thing that showed that something was wrong. Some oil smoke from the exhaust pipes as well.
This was not what we wanted. Back to the pits draining the oil to start analyse the damages. There was a lot of nitro in the oil. The intake manifold were full of oil and when the cylinder heads was removed did we realize that the front piston had been pushed down to the bottom and with help of the wrist pin splitting the connecting rod in two halves. We got the same damages at the last tests in Finland last year.
Parts that was damaged was both connecting rods, front cylinder and piston, pushrods. Probably was also the main roller bearings damaged. Everything needs to be inspected and cleaned and we had the parts to fix it for Saturdays qualification but after discussion in the team what can cause the problem did we decide to not fix it. We need to find and fix the problem otherwise will same thing happen again.
Last years problem with torching out the cylinder heads was caused by faulty cam timing which we corrected with softer cam lobes that we pressed on and welded ourselves to get a perfect timing. Now we have find out that there is one more problem that needs to be solved. On our way solving the problems have also other parts been redesigned to minimize damages and also made “bullet-proof” (almost).Example of parts is head to cylinder seal system with a o-ringed copper gasket, new ARP 8740 cylinder head studs (8 x 7/16 + 3 x 3/8), new safer ½ ARP2000 cylinder base studs that has 220,000 tensile strength, new designed lighter Venolia pistons with .017 Dykes (L-shape) top ring, now without skirt buttons that seems to work perfect in combination with the Uddeholm Impax Supreme cylinder and the Red Line WT70 synthetic oil. The new Uddeholm Orvar Supreme wrist Pins with Oerlikon Balzer Balinit Star coating is like new even after the big failures. The Uddeholm Orvar Supreme is very easy to adjust and does not move or bends even if the pushrods is bent out of the pushrod seat. And the new Uddeholm Deivar crank does stand the piston/rod failure, only some cleanup with Scotch Brite needed.
During the rest of the weekend in Mantorp did the team got time to analyse what is causing the problem and what to do about it. We did come to the ignition system. Not the components but the way it is installed in the powertrain. We suspect that the space for the distributor caps is to small so when the engine is put under high load with a lot of fuel the energy is released to motorplates and covers thru the caps and or jumping to the wrong post in the caps trying to find the easiest way to ground thru the “waste spark boxes”. These large 44-amp car mags is normally mounted with a lot of space around them and large caps just to prevent sparks in the wrong place.
During the rest of the weekend in Mantorp did the team got time to analyse what is causing the problem and what to do about it. We did come to the ignition system. Not the components but the way it is installed in the powertrain. We suspect that the space for the distributor caps is to small so when the engine is put under high load with a lot of fuel the energy is released to motorplates and covers thru the caps and or jumping to the wrong post in the caps trying to find the easiest way to ground thru the “waste spark boxes”. These large 44-amp car mags is normally mounted with a lot of space around them and large caps just to prevent sparks in the wrong place.
To get forward and see if our theory is right is a MSD electronic ignition going to be installed temporary and the mag system will be partly removed and disconnected.
This will happen the next couple of weeks and the bike will preliminary be ready for testing in Alastaro at the end of this month.
This will happen the next couple of weeks and the bike will preliminary be ready for testing in Alastaro at the end of this month.
The race in Mantorp this year was the best so far with a lot of new records in many classes. It is great to see the big interest for dragracing from younger people. Over 50 junior dragster teams did race during the weekend. The Junior Dragbikes did not compete at this race. After the semifinals Sunday did the rain come and the organizer has to stop the race 9.30 PM because of wet stopping distance and darkness.
Friday evening did the Super Twin Dragbike Association ,as every year in Mantorp with a few exceptions, invite all Super Twin Teams and some other special invited sponsors and guest for dinner. This year was special with a 20 year anniversary.
Read about the race and see pictures at http://www.eurodragster.com/ and go to Event Coverage.
July 24th to 26th 2009 Mantorp Park Sweden Veidec Festival
This weekend did we really look forward too. Mantorp Park is our home track and it is also one of the biggest races in Europe with 360 teams from Junior Dragster to Top Fuel. The fuel cars is running 1000-feet and Top Fuel Bike and Super Twin is running 1/8 mile because of the short stopping distance. The weather looks great and the grandstands were sold out early.
After the Alastaro race did we feel that now is it time to start tuning getting the performance out of the bike. We did step up the tuning from Finland trying to do our best first round out trying to get into the 8-bike ladder. There is 20 twins trying to be there.
We have been struggling with unstable idle on the bike since the time we first started it. We get it running right but for some reason does it runs bad next time we start it. The main problem is a cold wet rear cylinder which change to hot during load and the front cools down. With help of the nozzle sizes does we compensate for it and got it pretty good in Finland. But when after the first burnout is it real bad. The fuel is just flushing out of the rear cylinder exhaust pipe so we decide to stop the engine and cancel the run.
Back in the pits checking all nozzles and check valves. Re-jetting with nozzle changes, start testing many times. We were not satisfied but went out for next qualification run. It did run better now and the temperature between the front and rear cylinder were almost perfect. The plan was to do a “soft” hit and do a full 1/8 mile run.
But direct when Charley opened the throttle full did the engine misfire a couple of times and stopped abrupt. It stopped so quick that the blower belt was ripped off. The broken blower belt and bent pushrods on the front cylinder was the only thing that showed that something was wrong. Some oil smoke from the exhaust pipes as well.
This was not what we wanted. Back to the pits draining the oil to start analyse the damages. There was a lot of nitro in the oil. The intake manifold were full of oil and when the cylinder heads was removed did we realize that the front piston had been pushed down to the bottom and with help of the wrist pin splitting the connecting rod in two halves. We got the same damages at the last tests in Finland last year.
We have been struggling with unstable idle on the bike since the time we first started it. We get it running right but for some reason does it runs bad next time we start it. The main problem is a cold wet rear cylinder which change to hot during load and the front cools down. With help of the nozzle sizes does we compensate for it and got it pretty good in Finland. But when after the first burnout is it real bad. The fuel is just flushing out of the rear cylinder exhaust pipe so we decide to stop the engine and cancel the run.
Back in the pits checking all nozzles and check valves. Re-jetting with nozzle changes, start testing many times. We were not satisfied but went out for next qualification run. It did run better now and the temperature between the front and rear cylinder were almost perfect. The plan was to do a “soft” hit and do a full 1/8 mile run.
But direct when Charley opened the throttle full did the engine misfire a couple of times and stopped abrupt. It stopped so quick that the blower belt was ripped off. The broken blower belt and bent pushrods on the front cylinder was the only thing that showed that something was wrong. Some oil smoke from the exhaust pipes as well.
This was not what we wanted. Back to the pits draining the oil to start analyse the damages. There was a lot of nitro in the oil. The intake manifold were full of oil and when the cylinder heads was removed did we realize that the front piston had been pushed down to the bottom and with help of the wrist pin splitting the connecting rod in two halves. We got the same damages at the last tests in Finland last year.
Parts that was damaged was both connecting rods, front cylinder and piston, pushrods. Probably was also the main roller bearings damaged. Everything needs to be inspected and cleaned and we had the parts to fix it for Saturdays qualification but after discussion in the team what can cause the problem did we decide to not fix it. We need to find and fix the problem otherwise will same thing happen again.
Last years problem with torching out the cylinder heads was caused by faulty cam timing which we corrected with softer cam lobes that we pressed on and welded ourselves to get a perfect timing. Now we have find out that there is one more problem that needs to be solved. On our way solving the problems have also other parts been redesigned to minimize damages and also made “bullet-proof” (almost).
Example of parts is head to cylinder seal system with a o-ringed copper gasket, new ARP 8740 cylinder head studs (8 x 7/16 + 3 x 3/8), new safer ½ ARP2000 cylinder base studs that has 220,000 tensile strength, new designed lighter Venolia pistons with .017 Dykes (L-shape) top ring, now without skirt buttons that seems to work perfect in combination with the Uddeholm Impax Supreme cylinder and the Red Line WT70 synthetic oil. The new Uddeholm Orvar Supreme wrist Pins with Oerlikon Balzer Balinit Star coating is like new even after the big failures. The Uddeholm Orvar Supreme is very easy to adjust and does not move or bends even if the pushrods is bent out of the pushrod seat. And the new Uddeholm Deivar crank does stand the piston/rod failure, only some cleanup with Scotch Brite needed.
During the rest of the weekend in Mantorp did the team got time to analyse what is causing the problem and what to do about it. We did come to the ignition system. Not the components but the way it is installed in the powertrain. We suspect that the space for the distributor caps is to small so when the engine is put under high load with a lot of fuel the energy is released to motorplates and covers thru the caps and or jumping to the wrong post in the caps trying to find the easiest way to ground thru the “waste spark boxes”. These large 44-amp car mags is normally mounted with a lot of space around them and large caps just to prevent sparks in the wrong place.
During the rest of the weekend in Mantorp did the team got time to analyse what is causing the problem and what to do about it. We did come to the ignition system. Not the components but the way it is installed in the powertrain. We suspect that the space for the distributor caps is to small so when the engine is put under high load with a lot of fuel the energy is released to motorplates and covers thru the caps and or jumping to the wrong post in the caps trying to find the easiest way to ground thru the “waste spark boxes”. These large 44-amp car mags is normally mounted with a lot of space around them and large caps just to prevent sparks in the wrong place.
To get forward and see if our theory is right is a MSD electronic ignition going to be installed temporary and the mag system will be partly removed and disconnected.
This will happen the next couple of weeks and the bike will preliminary be ready for testing in Alastaro at the end of this month.
This will happen the next couple of weeks and the bike will preliminary be ready for testing in Alastaro at the end of this month.
The race in Mantorp this year was the best so far with a lot of new records in many classes. It is great to see the big interest for dragracing from younger people. Over 50 junior dragster teams did race during the weekend. The Junior Dragbikes did not compete at this race. After the semifinals Sunday did the rain come and the organizer has to stop the race 9.30 PM because of wet stopping distance and darkness.
Friday evening did the Super Twin Dragbike Association ,as every year in Mantorp with a few exceptions, invite all Super Twin Teams and some other special invited sponsors and guest for dinner. This year was special with a 20 year anniversary.
onsdag 8 juli 2009
July 3th to 5th 2009 ALASTARO FINLAND NITRO NATIONALS
This is the first time out 2009. It will be interesting to see if all new parts and modifications that has been done since the last testing at the same track in August 2008 will work as expected.
Thursday: The weather is perfect, almost 30 degrees C, the day before the first qualification day. The team, Matte Tärnström, Jarmo Pulkkinen, Carina Dahl and me Charley is setting up everything in the pits and do the final checkup and adjusting with setups on the bike. Hasse Björkman, who spend the last night before leaving the shop for the trip to Finland together with Charley and Carina doing final assembly and loading up everything, is not with us at the races.
Friday: There is light rain this morning. There is two qualification runs for the Pro Classes. The first round has to be cancelled because of the rain and a huge oil down along the whole track. There is 18 Super Twins that should try to get into a 8 bike field so it will be tuff to just qualify. On our first pass did the engine misfire under load on the front cylinder so it became a short one, only a second of full throttle from the starting line and a smooth rolling on again one more second just to see that the engine is running okey. Just over 14 seconds and 104 km/h at the finish line. We were happy, just regular service and nothing damaged.
We have to find out why we get the misfire. One thing we not know yet and have to find out by experience is how much flex there is in the drive system for the mags (ignition generators with rotors). The ignition is timed by triggers at the crankshaft for a perfect timing and the spark is timed to the right ignition wire out to the spark plug by the rotor and cap at the generators. This needs to be at the optimised to get the best spark. We moved the generators 5 degrees to see if we can solve it.
Saturday first run: This will be interesting. Direct from the hit, the engine is still misfiring but runs a little bit better. Close the throttle after just a second and open it up again a couple of times but not full just to see how it reacts. It runs clean on partial throttle. Now 11,36 and 143 km/h. Just regular service is needed before final qualification round. At the download from the onboard computer we can see that the exhaust temperature is coming closer to be the same front and rear, both on idle and at the run.
The nozzle sizes is changed trying to get the temperatures to the same values at both cylinders.
Saturday second run: Now does the engine respond without any misfires direct from the starting line and runs clean. It does not pull hard but it runs clean. The throttle is kept open for 3,6 sec than shut off 1,6 sec for correction and then opened again for 1,3 seconds.The time slip shows 8,74 and 210 km/h. The time was not good enough to qualify in the 8-bike field. We ended up us number 10.
Lorenz Stauble from Switzerland became number one qualifier with 6,898 and 324 km/h followed by Per Bengtsson from Sweden 6,929/281 km/h. These two guys did also take wins and met in the final. Per Bengtsson won the race.
After servicing our bike we only find some black marks on the front piston and replaced it together with a new honed cylinder and replaced the upper halves on the connecting rod bearings that was pushed out a little bit. The new Uddeholm Deivar crank looks great as the new Uddeholm Orvar Supreme Wrist Pins that got a Balinit DLC Star coating made by Oerlikon Balzers.
This was the first time we ran Red Line 70 WT oil and at the same time we did run the plain Venolia aluminium pistons into the Uddeholm Impax Supreme steel cylinders. It seems to work good. The black marks is caused by to much fuel in that cylinder.
Now there is some minor things to fix before the race at Mantorp Park 24-26 July. We look forward to continue the work trying to find a “window” in the tune-up that is good enough to compete for a place in the 8 bike field. We are 20 riders trying to be there.
Thursday: The weather is perfect, almost 30 degrees C, the day before the first qualification day. The team, Matte Tärnström, Jarmo Pulkkinen, Carina Dahl and me Charley is setting up everything in the pits and do the final checkup and adjusting with setups on the bike. Hasse Björkman, who spend the last night before leaving the shop for the trip to Finland together with Charley and Carina doing final assembly and loading up everything, is not with us at the races.
Friday: There is light rain this morning. There is two qualification runs for the Pro Classes. The first round has to be cancelled because of the rain and a huge oil down along the whole track. There is 18 Super Twins that should try to get into a 8 bike field so it will be tuff to just qualify. On our first pass did the engine misfire under load on the front cylinder so it became a short one, only a second of full throttle from the starting line and a smooth rolling on again one more second just to see that the engine is running okey. Just over 14 seconds and 104 km/h at the finish line. We were happy, just regular service and nothing damaged.
We have to find out why we get the misfire. One thing we not know yet and have to find out by experience is how much flex there is in the drive system for the mags (ignition generators with rotors). The ignition is timed by triggers at the crankshaft for a perfect timing and the spark is timed to the right ignition wire out to the spark plug by the rotor and cap at the generators. This needs to be at the optimised to get the best spark. We moved the generators 5 degrees to see if we can solve it.
Saturday first run: This will be interesting. Direct from the hit, the engine is still misfiring but runs a little bit better. Close the throttle after just a second and open it up again a couple of times but not full just to see how it reacts. It runs clean on partial throttle. Now 11,36 and 143 km/h. Just regular service is needed before final qualification round. At the download from the onboard computer we can see that the exhaust temperature is coming closer to be the same front and rear, both on idle and at the run.
The nozzle sizes is changed trying to get the temperatures to the same values at both cylinders.
Saturday second run: Now does the engine respond without any misfires direct from the starting line and runs clean. It does not pull hard but it runs clean. The throttle is kept open for 3,6 sec than shut off 1,6 sec for correction and then opened again for 1,3 seconds.The time slip shows 8,74 and 210 km/h. The time was not good enough to qualify in the 8-bike field. We ended up us number 10.
Lorenz Stauble from Switzerland became number one qualifier with 6,898 and 324 km/h followed by Per Bengtsson from Sweden 6,929/281 km/h. These two guys did also take wins and met in the final. Per Bengtsson won the race.
After servicing our bike we only find some black marks on the front piston and replaced it together with a new honed cylinder and replaced the upper halves on the connecting rod bearings that was pushed out a little bit. The new Uddeholm Deivar crank looks great as the new Uddeholm Orvar Supreme Wrist Pins that got a Balinit DLC Star coating made by Oerlikon Balzers.
This was the first time we ran Red Line 70 WT oil and at the same time we did run the plain Venolia aluminium pistons into the Uddeholm Impax Supreme steel cylinders. It seems to work good. The black marks is caused by to much fuel in that cylinder.
Now there is some minor things to fix before the race at Mantorp Park 24-26 July. We look forward to continue the work trying to find a “window” in the tune-up that is good enough to compete for a place in the 8 bike field. We are 20 riders trying to be there.
lördag 27 juni 2009
27 June 2009 NEW UDDEHOLM DEIVAR CRANKSHAFTS
Two new 4.250” Crank Shafts is now ready to use. The material is Uddeholm Deivar which has excellent toughness and ductility in all directions. This material also has many other properties that makes it a excellent choice for high quality crankshafts. After ruff machining it is hardened to 45 HRC then fine machined on all surfaces and grinded. The final step is a Plasma Nitride finish and then hand polishing.
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