Here's a few pics of my LSr bike "Whiplash", I've made several changes to it since the last time it ran at Bonneville.

I've been dabling in fiberglass and came up with this new seat and tail section, it's not perfect nor symetrical but I'm pretty happy with the results.


http://new.photos.yahoo.com/jssport/album/576460762341378793

Comments and/or questions are welcomed

JimS
lsr#506

Looks great, are you going to build a front fairing?

are you going to build a front fairing?


I'd like to, but my main goal is the nekkid classes. A full front fairing would put me in the partial streamlined classes.

If things fall my way then yes I can go after 4 classes:

A/PG 1650
A/PF 1650
APS/PG 1650
APS/PF 1650

A = Altered (Special Construction) class
PS = partial streamlined
/ -seperates motor from body styles
P = pushrod
G= gas (use their race gas then seal up tank)
F = fuel (gas tank not sealed, nitro meth or NO2 is legal)

I'd like to adapt an older air-cooled 250 GP fairing, I'm think that would best go with my vision of thin-to-win.

time and money are my only restrictions

JimS

Well it looks like we have somebody gunning for NRHS's records now don't we!! ;)

We welcome the competition and hope to see you on the flats this year.

No, we don't have any of those records, at least not yet. We currently hold:

AMA MPS-PF 1650 (213.193mph)
BNI MPS-PF 1650 (205.642mph)
BNI MPS-PF 2000 (195.988mph) - we did this on about 1660cc and broke a piston on the backup pass, which is why the speed is a little off
BNI M-PF 1350 (166.953mph) - we did this on gasoline only
BNI M-PG 1350 (167.052mph)

But we're very interested in the BNI 1650 APS-PF and APS-PG records, so we may meet up with Jimmy there if he builds a fairing. The current APS-PF record is 178.438, this is the one I qualified against with a 206.9 pass, but then broke the pinion shaft on the backup pass. The current APS-PG record is 168.861, and we've run the bike over 190 in years past in that configuration. So both are in reach.

Another strong contender in these 1650 classes, besides Jimmy, is Bennett's Performance. So far they've just concentrated on the gas classes (they have the A-PG record and now they're going for APS-PG) and they're a formidable competitor. If they ever decide to go fuel, I'm sure they'll give us both a run there too.

Great fun. Looking forward to seeing you again Mr. Snyder. Be sure to stop over at my place on the way there, we'll tune the bike good.

Great fun. Looking forward to seeing you again Mr. Snyder. Be sure to stop over at my place on the way there, we'll tune the bike good.

Hmmm, I always wondered what a Harley would sound like on "helium"........
Yeah, tune it good. To that feverish, high pitch until it humms.
I can see it now, Bonneville under assault by H-D "chipmunks".

Geeeez, I bet you people you even share cold soda and ice tea on the salt! Racing isn't meant to be fun, it's WAR!

Thanks Aaron,...

Dan, I haven't met you yet, I'm looking forward to it though as you seem like a real nice guy.

let me give you a little XL/Buell LSR history lesson (listen up duane, et all)

In 1999, a group of Moto-Guzzites decided to take the 1000cc pushrod production bike record from an HD record holder. They worked very hard and were succesful at it. George Crim then thought it would be a good idea to get it back and fronted the idea to the sportser.org mailing list. Several of us got deeply involved at that point; Crim, Ray Kimbro, Dale Amsden, and my self were just a few of the guilty parties. The entire XL list donated money and time, Gene Brauniger purchased a XR1000 and Chris Land at Lone Eagle in Conyers GA prepped the bike. Well that turned out to be a failure as racing by committee just doesn't work, but it did spawn several successful ventures.

In 2000 Crim and I converted our street bikes to run at Maxton to help create interest while the XR was being sorted out. It started as who's bike was faster but our jaws dropped as we started breaking records. Timbo Horton (Aaron's current rider) flew in from CA and ran my bike as his first ever lsr weekend and I broke 140mph on my streetbike. In the meanwhile Aaron W (who was and still is a XL-List member) went the Buell route and got help from BadWeb (buell board) Bikers in the form of "Team Elves". It was at this time that he hooked up with the Nallin brothers and formed NRHS. I sent Timbo my leathers for the XL-List Utah's run and Aaron's team did extremly well on the salt their first year.

Art Northrup contacted us and said he wanted to get involved, so Crim talked him into purchasing a 100 inch kit motor from S+S, and started building a chassis for it (Roadkill). Dale Amsden still wanted that original 1000 P/PP record and his wife Tammi let him use her new 883 as a base. I raced both my street bike and Dale's bike extensively at Maxton and we went to Bonneville with it and Crim's freshly completed Roadkill. Crim was able to set a record in two classes while Dale and I came up up .1 mph short on the 1000cc one. Dale came back and worked the motor again then went back to much better salt conditions with Timbo at the controls to take the record that started it all.

I then purchased an old XL frame and begged, borrow and as a last option even bought some parts to put together a rolling chassis. Crim was building a new 80 inch motor and I put it in the frame. Crim and Roadkill were in the chase for #1 bike at Maxton against a Busa. Due to some slight of hand on our competetors part, we had to swap motors before I ever ran that 80incher. We had taken it to Aaron's but Bonneville got rained out just two days before the meet started. Crim was able to to capture the #1 plate at Maxton and we all felt great about it.

Next year I went to Bonneville and set a new record with my bike Whiplash despite having several motor problems. Yes, we stopped and stayed at Aaron's house. That 100 inch motor will fit a stock frame but you can't remove the rear head or rocker boxes without pulling the motor, a problem which is now fixed on my bike. That year some friends of Timbo's, the Bennett's helped us quite a bit to keep it running long enough to get my trophy. They then built their own bike (99inch stroker) and after several attempts they beat my record by a couple of tenths of a mph. Sam Dakkin joined us on the salt with his home made turbo system and he got a record in the blown class.


This XL/Buell LSR communty has been a fairly tight knit and cohesive unit. I had several XL's and Buell's from the list and Elves under my tent last time I was at Bonneville.

I believe I speak for everyone when I say that we want everyone to run their absolute fastest and we will help them acheive that speed. Then go out and beat it on our own bike!

Yes, we share ice tea and soda at the salt, and our food and vehicles, and our pit crews even. Its an experience I wouldn't trade for for anything. .... and I'm going back!


Oh yes, here's a little XL-Forum tie in. When Bert L had just got his bike he was fairly active with the list, he made up some web pages to help us hawk some sportster.org timing covers we had made up by another list member. Shortly after that he started his first XL-Forum board of which I joined, but I got temprarily locked out when he switched to this new board. I haven't forgot Bert, thanks

Sounds like everybody had a good time and more to come! BTW jim your old 3 cylinder 2 stroke sure reminds me of some good times growing up! At 18 years old and 3 exspandtion chambers and a little port work man that thing was FUN! Anyway good luck which ever way you go!

your old 3 cylinder 2 str

The Kaw triples were a blast. My 500 was extensively modified, the only problem was the built in hinge behind the neck. I went looking for a fix and wound up with the that H2R factory road racer (the kind Yvonne DeHumel rode, yes Mikeals's dad). It was a 1974-74 F1 backup bike. The acceleration was tremendous. I actually got tunnel-vision on it barreling the long back straight at Riverside Raceway..... andf then I crumpled it up with a highside (due to a seizure) into wall. We figured I was doing about 155-165 mph when I wrecked. I ended up selling it after I moved back to Ohio. I kick myself in the arse, I really wished I had kept it now.

Last I've heard it ended up in a museum in Japan. Here's a real cool site of of some other H2R's back in the day.

http://www.mojokawasaki.com/

http://h2racer.com/h2r/h2rrace.htm

http://h2racer.com/h2r/h2rstill.htm

I am glad I finally got some history on Crim and his Bonneville exploits. It is really nice to get the humanistic version of what striving for LSR is all about. Not only did I learn how addictive it seems to be to chase a record but I also learned that the people involved are everyday people.

Just curious, when did Crim become a S&S hater? He has been around here bashing my poor s&s forever. I kind of miss him hanging around all the time. Winter is approacing so he will be back. He still owes me a race.

Had a chance to ride a 74(guessing age) 550gt and it was a screamer off the line.

Ralph, those Suz triple were pretty cool too, although I've never rode one. I had friends with the 380, 550 and the 750's. The 750 liquid cooled "water buffalo's" are still desirable. The handled much better than the H2's but didn't make the same level of HP, they made a much better all around street bike and tourer.

Crim had to back off of racing with a new house, kids and taking over the family business. But I expect his speed jones to kick in and make it back to the track with me. All he has to do is show up and twist the throttle on my bike.

Crim does have a distaste for S+S E/G carbs especially considering he's never used one; I think there was a grade school who used to beat him with one, or maybe it was his older sister. Actually both Aaron W. of NRHS and Doug Coffee of HeadQuarters proclaimed it was an inferior carb and since that was during George's formulative XL years, it is now the gospel to him.

George, isn't about time for you to chime in here now that you're back from vacation ?

Great stuff Jim and thank you much for sharing all of that. I love to follow Aaron and Timbo's exploits on the salt. The stories behind the numbers is what really facsinates me. Aaron is great about giving us the story and not just putting up numbers and we always enjoy that.

Odds are I will never have a purpose-built bike. It would be awesome but the realist in me says it is pretty unlikely. And I'll be lucky to run our local strip let alone the freakin' salt! It is a very cool and actually rare thing you guys are doing and I think it's great. And, again, I think it's great that you guys share your stories and knowledge with the rest of us.

It's funny in reading your post how many of those names are familiar to those of us who've been on the forum for a while. Close knit indeed.

And ole George crawls out of the woodwork from time to time to lash out at the HD stereotype then slinks back into the corner to grumble. ;):D Probably a lot of folks who have read his posts and never realized his full background.

Crim, see you around today so I am bringing it back around for your comments. Inquiring minds want to know.

Actually, my first Sportster had an S&S on it when I bought it. It was jetted so lean, the bike would barely run.

I've been messing with cars since I was 15. Been through many, many Carter and Holley 4 bbls, and I have a 440 w/a Six Pack. The Six Pack is actually a vacuum operated secondary set up. Imagine the BOG you'd get if you went from the single middle carb (350 CFM) to WFO (1350 CFM) at the snap of an ankle at low RPM.

That's why vacuum operated carbs are so nice. Because they don't go WFO unless there's enough vacuum to keep fuel suspended, they eliminate the bog you get with a hard wired throttle. GP bikes are going to fully electronic throttles. If it's good enough for the baddest road bikes on the planet, it's great for my HD.

Reason #2. S&S carbs are pretty rudimentary. Probably the original design is 40 years old. Only 3 jets and that mean's not much adjustability. They would be a bit more difficult to tune for seamless operation than a Mikuni. Miks have lots of ways to tune.

So to sum it up, I'd choose a vacuum operated carb over a hard wired one for 99% of street applications and even most race applications. And if I wanted a hard wired carb, I'd choose a Mikuni for it's wide range of tuning and the open slide throat vs the always present butterfly.

Nice to see ya here Jimmy. Thanks for the offer to ride your bike. But I think my racing exploits from here on will be on the dirt. I'm looking for a KX250 to do some hare scrambles with Jesse next summer.

saw your photos awsome! sportster power!!!