R100 Performance mods..... cafe racer.

[vanzen]

Setting aside, for the sake of this discussion, the pragmatic consideration
of saving yourself money, time, grief, and frustration – by purchasing a Hex ...

The first 2 practical matters of attention in the race to build a 100HP antique boxer:
1. In light of contemporary expectations, the (stock) brakes of all but the post '84 gen airhead
are inadequate to stop the MC even in factory HP trim.
2. The (stock) chassis is not designed or engineered to,
and cannot, adequately support 100HP power delivery.

My Turbo-R90S experience:
The Luftmeister turbo equipped R90S, fastidiously tuned
(a situation which was both rare and quite involved),
was exceptionally fast for it's day.
Given #1 and #2, as above, it was also even SCARIER to ride at speed than a Kaw H1-750.

Wake-up call:
I would fully expect that equipping an old boxer
with a well developed and sorted turbo system (including ancillary reqs)
would be in the neighborhood of @ an $8K investment.

My opinion:
Massage the old engine back to it's original max-power potential,
improve the braking – and then ride the PISS out of it !
Or buy a newer machine that more closely matches your performance expectations.
Just sayin' ...

[comaboy]

Setting aside, for the sake of this discussion, the pragmatic consideration
of saving yourself money, time, grief, and frustration – by purchasing a Hex ...

The first 2 practical matters of attention in the race to build a 100HP antique boxer:
1. In light of contemporary expectations, the (stock) brakes of all but the post '84 gen airhead
are inadequate to stop the MC even in factory HP trim.
2. The (stock) chassis is not designed or engineered to,
and cannot, adequately support 100HP power delivery.

My Turbo-R90S experience:
The Luftmeister turbo equipped R90S, fastidiously tuned
(a situation which was both rare and quite involved),
was exceptionally fast for it's day.
Given #1 and #2, as above, it was also even SCARIER to ride at speed than a Kaw H1-750.

Wake-up call:
I would fully expect that equipping an old boxer
with a well developed and sorted turbo system (including ancillary reqs)
would be in the neighborhood of @ an $8K investment.

My opinion:
Massage the old engine back to it's original max-power potential,
improve the braking – and then ride the PISS out of it !
Or buy a newer machine that more closely matches your performance expectations.
Just sayin' ...

Wise words indeed........ I shall have a bit more of a think about this.

CB

[She'llbe]

"I hate to admit it, but the old bugger was right."

We usually are!!!

[Motorhead]

Ah well the misty shiney EYE or glazed EYE

BMW is the best smoothest motor with air cooled twin and just about the only bike could pull the top end from almost all gearing with a stock motor so diet and lightness in the full picture

so there you are full throttle and some riders you creep up and pass you head the motors pump as they come close and 1 to 2 ticks is what carry past the other

so tune up conditions and conditions is priceless
as knowing your limits is

and done with your own hand the prize

[Airbear]

G'day Comaboy, and welcome aboard. The thing about old boxers is their 'character'. Tricky to define, but from what you have written you seem to be understanding it. When you get that R100 up and running as god intended, I reckon you will be startled by how much fun it is.

I'm up near Lake Hume on the border, and there are Boxerworks members dotted all around the country. We periodically get together for weekend camping rides to interesting places. Keep an i out for events on the 'Motorcycling' board. I look forward to catching up along the way.

By the way, when you are after parts I can suggest Munich Motorcycles in Perth for mail order. They are good people to deal with and have a quick turnaround for a few bits and pieces. For larger orders check Motobins in the UK - they will typically be a lot cheaper but postage costs and it takes a few more days. There is also a good bloke dealing in second hand parts in Melbourne. Shoot me an email and I'll pass on details.

[Major Softie]

Vanzen, I've never known anyone who complained about the H1 being scary at top speed.





Come to think of it, I've never known anyone who came back alive from trying it....

[vanzen]

Vanzen, I've never known anyone who complained about the H1 being scary at top speed.
Come to think of it, I've never known anyone who came back alive from trying it....

H1 in 750:
The defining moment of all of the speed without any consideration of handling and braking -
Without a doubt quick – but the most wicked handling son of a bitch ...
such that you never wanted to twist the throttle wide open
without a comprehensive understanding of that premise ...
IMNSHO !

[Major Softie]

Vanzen, I've never known anyone who complained about the H1 being scary at top speed.
Come to think of it, I've never known anyone who came back alive from trying it....

H1 in 750:
The defining moment of all of the speed without any consideration of handling and braking -
Without a doubt quick – but the most wicked handling son of a bitch ...
such that you never wanted to twist the throttle wide open
without a comprehensive understanding of that premise ...
IMNSHO !

Yeah, I rode the 400, the 500, and the 750, but never even took the 750 over 100. Maxed out my Z1 across the salt flats, but, although that was no great handler, it was one hell of a lot more stable than the triples.

I actually thought the 400 was the most dangerous, because, although it wasn't nearly as powerful on the pipe, it had absolutely NOTHING off the pipe, and when it came on the pipe, it came on instantly. At least the bigger ones had a little power in the lower rev range.

[SteveD]

Howdy comaboy (interesting handle, is there a story behind it?)

In Melbourne, the fellow that has the hot racing bike is named Gyro. He is the name behind ECCO engineering, which may or may not be a going concern these days. The yellow pages could confirm it I s'pose.

Gyro/ECCO developed a racing bike way back when and may still race it. I don't know if they do. Kenny Blake was one of his riders.

Gyro had also developed a 1-litre BMW that could out-accelerate Graham Crosby's Phase 4 Yoshimura Kawasaki, so he clearly knew his way around a motor !!

Gyro made and sold mufflers for airheads in the 1970's and 1980's. They were called ECCO's of course! I scored a pair dirt cheap for a 75/5 I had bought for next to nothing..the mufflers had holes joined by rust. Those things were the loudest pipes I've ever heard on a bike. I didn't have them for long as they were just plain unsociable.

Whilst Gyro might still be around and he may or may not be forthcoming with info, I doubt something developed like that would be much chop on the road. Reliability is increasingly important on these older bikes and adding the sort of things for road use that might take the ol' RS to somewhere above it's original bhp is probably only going to keep it on the lift.
Sorting the suspension and keeping the brakes as good as possible will sure help improve it's usefulness and enjoyment though.

[vanzen]

SteveD –
In all my years of chasing the net to search out evidence of every modified airhead on the planet,
and having been somewhat successful in that pursuit –
that Gyro racing-airhead
has always been a personal favorite as will be defined by my esoteric terms of function + style !