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Potential Re-Release Of Two Brothers Racing Vfr800 Headers


Rush2112

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+2 on thank you for sharing that. Many of us have been curious what the 800 platform could achieve - there it is, in real molecules.

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Thankyou all.

Yes this is what some may have heard of as the Parkes938. I have raced it for the previous 3 years in the isle of man. I managed to qualify 16th in the superbike race in the wet one year but dry results have failed to perform (it's still wild to ride). It makes 152hp now but the chassis is a work in progress (it's my own linkage, steering and suspension design on the front) and the rate of acceleration is still far behind that of the top guys. I have followed Michael Dunlop and co (very briefly); the rate of acceleration of their superbikes leaves me wondering if I had hit the kill switch!

The engine has had to go through extensive modification to take the power (there is more available with different ports) I did all the machining myself but it has taken much trial and error. Fundamentally the thermal efficiency of the vfr are the limiting factor. A revised casting with alternative thicknesses and coolant passages is really needed but maybe a bit over the top.

The aerodynamics were an interesting learning curve. Particularly the centre of pressure, beware of that beasty! 180mph was completely uncontrollable in a straight line with my first set of fairings.

Cooling was another challenge, 6 water pump designs and serious ducting to the 3 radiators later I have it under control; only just!

I'll have to work on that website as there's lots of interesting things that I'm sure would interest a lot of people. Everyone who has seen me race it has been very interested to see whats underneath too.

 

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6 minutes ago, Parkes said:

Thankyou all.

Yes this is what some may have heard of as the Parkes938. I have raced it for the previous 3 years in the isle of man. I managed to qualify 16th in the superbike race in the wet one year but dry results have failed to perform (it's still wild to ride). It makes 152hp now but the chassis is a work in progress (it's my own linkage, steering and suspension design on the front) and the rate of acceleration is still far behind that of the top guys. I have followed Michael Dunlop and co (very briefly); the rate of acceleration of their superbikes leaves me wondering if I had hit the kill switch!

The engine has had to go through extensive modification to take the power (there is more available with different ports) I did all the machining myself but it has taken much trial and error. Fundamentally the thermal efficiency of the vfr are the limiting factor. A revised casting with alternative thicknesses and coolant passages is really needed but maybe a bit over the top.

The aerodynamics were an interesting learning curve. Particularly the centre of pressure, beware of that beasty! 180mph was completely uncontrollable in a straight line with my first set of fairings.

Cooling was another challenge, 6 water pump designs and serious ducting to the 3 radiators later I have it under control; only just!

I'll have to work on that website as there's lots of interesting things that I'm sure would interest a lot of people. Everyone who has seen me race it has been very interested to see whats underneath too.

 

 

 

As far as cylinder work goes, have you looked into sleeving or cylinder support systems?

 

https://www.cylindersupportsystem.net/

 

https://www.goldeneaglemfg.com/index.php?main_page=page&id=1

 

 

And maybe switching to an electric water pump?

 

 

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Yes I machined and sleeved the bores (on many of these engines) and closed the deck due to the bores going oval from the localized heat on the thrust faces. Sleeves are a compromise; not ideal and not suitable for all engine layouts. But useful because they are cheap. Coatings are better as you can maximize the better thermal conductivity of the aluminium but over centre crank honing is a very specialist job to get a 20 micron tolerance. Many will take the job on; not many will give the perfect fit concentrically the job requires.

I don't recommend electric water pumps for high load applications; but maybe with a good thermal management system with pressure and thermocouples all around the system it would be worthwhile. Otherwise the temperature fluctuation around the jackets will be sporadic and likely to induce accelerated wear.

But anyway I'm sure people would like to talk about the exhausts this section of the forum set out to so I'll save the story for the website. Many thanks for your interest

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22 hours ago, jhenley17 said:

Maybe Ti doesn't bend well? Seems like a lot, if not all, of the Ti systems I see, including GP bikes, are made that way.


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https://www.ebay.com/itm/2007-2008-07-08-Yamaha-YZF-R1-OEM-Titanium-Exhaust-Header-Pipes-/192263591575?hash=item2cc3cd9697:g:HjcAAOSwgIpZf80B&vxp=mtr

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Mandrel bent vs welded titanium tubing mostly has to do with the material wall thickness and alloy that you can source/afford and if your mandrel bender has the capability to work with it.  If you are making 1000s copies of a titanium piece and have the tooling flexibility of a large manufacturer, then the task is much more feasible.  There are also other issues with material springback that must be accounted for differently with Ti alloy vs steel tubing.  I'm fairly certain that there is only one grade of Ti alloy that is even suitable for mandrel bending.

 

 

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Not very many folks have the ability to play with Ti. it's a fineky material that takes special handling to another level,   It's easier and simple to just cut and weld.  I'm still thinking of having Gabe make a Ti system for me, as Gabe has contacts with suppliers of Ti.   interesting as it's not as expensive the way he goes about it as I thought, so who knows.

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4 hours ago, RVFR said:

Not very many folks have the ability to play with Ti. it's a fineky material that takes special handling to another level,   It's easier and simple to just cut and weld.  I'm still thinking of having Gabe make a Ti system for me, as Gabe has contacts with suppliers of Ti.   interesting as it's not as expensive the way he goes about it as I thought, so who knows.

I had heard ti is a bit more prone to cracking. Not bend friendly lo, argh

Jezz, if Gabe's going to offer a ti system even more praise to him with all the welds per system.

 

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Yea,    as it is he is building up a Ti system for a GTR35 as we speak. which had me have him look into tubing bit with cost options.  The materiel ain't that bad,  it's the time putting it together that gets ya. 

 

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Yea,    as it is he is building up a Ti system for a GTR35 as we speak. which had me have him look into tubing bit with cost options.  The materiel ain't that bad,  it's the time putting it together that gets ya. 
 
I could like a quote on a set of Ti headers after I know the difference in weight

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I made TBR aware that 5th gen after market exhausts have already been installed on 2014 VFR800. Their position is "The 1998-2001 header has not been tested by us on the 02-09 or the new 2014 model."
We know what fits and how... this is a CYA response. If this re-release comes to be than hopefully some of our California brethren who purchase can swing by TBR in Santa Ana to show them the header installed on a 6th or 8th gen VFR800 so they can support the models.

This morning's updated list:
1.Rush2112 - Full w/ CF muffler please!
2.JDMBird83
3.HighSideNZ - Headers
4.mspence82 - Headers + (6th gen single muffler, black series, with a matched midpipe to the header)
5.RRM - Headers
6-9.CornerCarver - 4 sets, 1 with alloy can, 1 with carbon can and 2 sets of headers only
10.aokman
11.jim v
12.

I’d like to get in on this. You can put me down for headers only. Will need to do the custom midpipe work for my Staintunes though


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The theory is consistent flow, as even the best mandrel benders reduce flow on bends due to slight crushing. In my opinion it's not as straight forward as that but in the process I have come across something quite interesting to the power curve (bit of a secret) I have come across early findings on this in tuning textbooks written 10 years ago but it is difficult to explain as I don't fully understand it, and nor did they then. I do know is that it isn't used in modern gas wave simulators as it isn't built into the algorithms. It's a bit of a secret among those who have played around with it I think, exhaust development is moving on quite quickly so I am sure they are aware of it and on close inspection I can see at least one motogp team who look like they have. Titanium is fairly easy to work with; the faces have to be perfectly flat for a fusion weld otherwise you risk over stressing the joint from the large weld and it will later crack but generally the ideal sizes are never available otherwise you need to commission £1000's of investment to get a batch made; particularly the tapered sections for the headers. All residual stress needs to be removed from a titanium system otherwise it will crack which normally means welding it between 10-15amps to avoid distortion. You will get through a huge amount of argon so it's worth having the right equipment as doing it in a small shed could put you to sleep for good.

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:beer:on the site and bike:beer:

 

 

If u think being stretchered off in a chopper was bad, try 2 hours in an ambulance with a crew only speaking Russian and/or Lithuanian.... :goofy:

But, it did not stop us doing what we enjoy....

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13 hours ago, Parkes said:

I have pretty much finished the website; hope you all enjoy it www.tparkes.co.uk

WOW!!!  Where's the we're not worthy emoji??!!!

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