Who Says Harley Aren't Fast?
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Ultimate HDF Member
Joined: May 2008
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From: WPB, FL
Who Says Harleys Aren't Fast?
I was flipping channels yesterday and came across the Summernationals, at Englishtown NJ. The final run was a win win!
Hines V-Rods to 2014 Summernationals Win
Harley-Davidson Screamin Eagle/Vance & Hines rider Andrew Hines notched his second Pro Stock Motorcycle event win of the season, defeating teammate Ed Krawiec in an all-Harley final round at the Toyota NHRA Summernationals at Old Bridge Township Raceway Park. Hines currently leads the series in points.
In the final, Hines left the line 0.002 seconds ahead of Krawiec, but was behind at 60 feet and had to pass his teammate to get the 34th final-round win of his career. Hines posted an ET of 6.828 seconds; Krawiec had a 6.837-second run. Nobody really loses when you race your teammate, said Krawiec
Hines V-Rods to 2014 Summernationals Win
Harley-Davidson Screamin Eagle/Vance & Hines rider Andrew Hines notched his second Pro Stock Motorcycle event win of the season, defeating teammate Ed Krawiec in an all-Harley final round at the Toyota NHRA Summernationals at Old Bridge Township Raceway Park. Hines currently leads the series in points.
In the final, Hines left the line 0.002 seconds ahead of Krawiec, but was behind at 60 feet and had to pass his teammate to get the 34th final-round win of his career. Hines posted an ET of 6.828 seconds; Krawiec had a 6.837-second run. Nobody really loses when you race your teammate, said Krawiec
Last edited by jeffreydsilver; Jun 2, 2014 at 06:23 PM.
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From: Maryland
The VH race team is amazing. Sadly, there is nothing resembling a Harley engine (V-Rod or Twin Cam) in the VH race bikes. They literally designed and built their own engine to comply with NHRA rules.
http://www.cycleworld.com/2014/01/21...nce-and-hines/
Would love to see what they could do with a 4 valve overhead cam engine.
http://www.cycleworld.com/2014/01/21...nce-and-hines/
Would love to see what they could do with a 4 valve overhead cam engine.
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From: Western MD
From the above link..
That means V&H does not modify engines; it creates them.
This current big twin revs to 10,000 rpm, and to do that with two valves requires 500 pounds of seat pressure, rising at full lift to between 1,200 and 1,400 pounds. Part of development was running a complete valve train on a Spintron, using non-contact position sensors to analyze valve motion.
“The noise!” Hines exclaimed. “And when the springs hit an active zone, the sound changed. And then, it went bang.” Engineering valve-train stability is difficult and expensive.
On the new two-valve engine, V&H decided it needed the accuracy of gear-driven cams, replacing the cogged belts of the original. Everything that flexes must be factored into designing cam contours. Otherwise, pushrod vibration, spring surge, or rocker flex will sink the ship. Valve operation with parts this big (intake valve diameter measures 2.6 inches!), run this hard, is a harsh, violent business in which one small weakness destroys everything. Every part, every detail, must be of the highest quality.
Fortunately there is enough dimensional overlap with the Pro Stock automobile class that its experienced suppliers can provide key parts of the necessary quality. In that class, one team owner lamented that he gets three runs per set of valve springs. Said team reputedly buys $25,000 worth of springs a month in season.
that is some serious valve spring pressure.. and a 2.6" valve.. that's bigger then the original 426 hemi, which had 2.25 intake valves.
That means V&H does not modify engines; it creates them.
This current big twin revs to 10,000 rpm, and to do that with two valves requires 500 pounds of seat pressure, rising at full lift to between 1,200 and 1,400 pounds. Part of development was running a complete valve train on a Spintron, using non-contact position sensors to analyze valve motion.
“The noise!” Hines exclaimed. “And when the springs hit an active zone, the sound changed. And then, it went bang.” Engineering valve-train stability is difficult and expensive.
On the new two-valve engine, V&H decided it needed the accuracy of gear-driven cams, replacing the cogged belts of the original. Everything that flexes must be factored into designing cam contours. Otherwise, pushrod vibration, spring surge, or rocker flex will sink the ship. Valve operation with parts this big (intake valve diameter measures 2.6 inches!), run this hard, is a harsh, violent business in which one small weakness destroys everything. Every part, every detail, must be of the highest quality.
Fortunately there is enough dimensional overlap with the Pro Stock automobile class that its experienced suppliers can provide key parts of the necessary quality. In that class, one team owner lamented that he gets three runs per set of valve springs. Said team reputedly buys $25,000 worth of springs a month in season.
that is some serious valve spring pressure.. and a 2.6" valve.. that's bigger then the original 426 hemi, which had 2.25 intake valves.
Of course Harley's are fast.....just not mine.
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And you guys should know, they change the rules pretty much every year because Harley is so ahead of rest of the teams, each year the official rules get harder, but some genius at Harley keeps pushing to the limits and making the best of the rules
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For those nay sayers here, keep in mind that race track tech development will eventually make its way down to the production line. Will Harley make a street legal 6 second bike? NO! Will valve train, gasket, transmission, etc. development find its way into future production models? OF COURSE!
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From: Martinsburg, WV
For those nay sayers here, keep in mind that race track tech development will eventually make its way down to the production line. Will Harley make a street legal 6 second bike? NO! Will valve train, gasket, transmission, etc. development find its way into future production models? OF COURSE!
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