Heard that right boys! Got myself the mythical unicorn, a full on GSXR1100 chopper frame from Sussex, England. I couldn't be happier.
Gonna machine a set of bearing cups that hold the 900RR/PM Chicane into the front end...
I kinda need a wide wheel for my wide wrinkle wall... turbo bike isn't quite done yet, and it's got stock wheels and slicks for street testing, so I think I can squeeze some miles, a quarter at a time on the weekends, outta these PM's for the time being.
Shinko makes these, available for $130...
This... but with a GSXR1100 engine...
And the more street going sister bike being built along side it.
The twin frames came by land, sea, and air, from Sussex to Madison, around 4,000 miles of travel. Gotta shoot off an email and thank 'em, we corresponded back in 2014 when I inquired originally, hoping he still built the wormburners, at least to order and was willing to deal with the shipping to the states, real nice guy, was more than happy to have them dropped off at the front door of the shop here.
Couldn't recommend Hardup enough, great place to get an affordable frame.
Put a few parts together. Won't be much modification to the bearing cups to fit this all together with the 900RR front end. I'm rather impressed how well this is going to turn out. Not really alot to do to have this bike ready for the drag strip when spring comes around.
Glad you got it okay. All I've ever read about HUC on Facebook is countless horror stories of bodged welding, debt, huge backlogs of work and the place closing down he makes some cool frames though!
That's funny, because I've heard similar, but love the style of the Wormburner and was willing to wait as long as it took. The guy is kinda sketchy at times with replying to emails, but I know how that goes myself when it comes to having so much work load and not enough time, trying to find good help is hard as hell (could account for bad welds), and getting things packaged, shipped, and making sure it doesn't dig into the ten thousand other things it takes to keep the lights on and your last sliver of sanity intact enough to keep moving forward.
Getting these two frames wasn't just perfectly smooth sailing either, but, it wasn't a nightmare. The welds look fine to me (I've no problem grinding out a little and rewelding if need be too, it's a "kit" to me, some assembly and adjusting required), the sister bike slotted together like intended, and, I personally couldn't be happier with the resulting look of mine with 900RR forks and the PM wheels. Only reason my 1127 engine isn't in the frame yet is due to the fact it's up on a high shelf and I would end up flattened by it if I tried to get it down myself.
Might be a few days before I get back to the build, gotta move the turbo Bandit to my brothers place, gotta keep moving on the stupid draw through turbo kit for the CB750 chopper, and I pulled a Yantosh and fell down yesterday (icy steps, moving an embroidery machine, landed flat on my ass and hurt my back and my right arm, getting old sucks) and I'm recovering from a nasty virus, pretty sure it was the flu, and I think I have the common cold now too! I just can't win.
GLAD TO SEE THIS HAPPENING. LEMME KNOW IF YOU WANT TO COME OUT IN THE FUTURE AND ASSIST IN PILING MY JUNK TOGETHER. FOUND A PLACE TO WORK ON IT JUST NEED MOTIVATION TO DO IT
Finally pried the engine out of turbo bike. Why the hell not. 220hp hardtail? Fuck it, you only get one go at life, may as well have the most unruly ego bruising monstrosity on the planet while you're here.
That pile of parts in the shop and the post I made to CF, it felt like it was all just mocking me as I sat at my desk last night... so I went back out, fired the radio back up, turned on all the lights, and got to it through to the AM hours. I'm properly impressed by the shape this is taking. Also impressed that everything fits like a standard Bandit, even the turbo kit designed for the standard frame Bandit 1200.
Hardup does a really decent job keeping the specs as close to the stock frame clearance points as possible for these big old air oil engines.
Aiming to go 9.8 @ 135+ at the strip (slick and wheelie bar) before the end of the summer with this thing, then pull the whole powerplant out come October and put it in the finished wheelie bike chassis.
I hate that no one has taken a set of those rims, flat blacked them, except the insides of the "spokes" painted that inner part some fluorescent color, and then gotta those cheap flashing led strobes in a matching color to run on them at night. it would look like the inside of a UFO. but people got no vision.
Only reason I got my hands on a set was the weight savings. Though I did see an old slabby GSXR750 with a set that were painted bright white and had red LED strips powered by battery wrapped around the hubs inside the spokes to glow like you are talking about. Hideous is an understatement for the way that bike looked with so many superbike spec parts on it and wheels with LED's. Some do have that "vision" I suppose, but it sure ain't me.
Sure does!! It’s a cool thing to ride. The only negative with them is ground clearance but once you don’t try and ride it it like a sports bike u will be fine!!
I've been needing to expand the shop space for quite a few years now, everything motorcycle wise has been on the back burner, only been messing with a few automotive projects last year or two. Every time I am in the shop and see the frame leaning up against the wall and the A/O engine sitting on the floor with my other collection of gas eating monsters, I think to myself I really need to get back to that thing as it wasn't much to do in order to get it on the road.
I've got a walkthrough with a potential new house tomorrow (30x60 shop with 220v service and heat/air conditioning as well as a paved driveway) and if that works out as it seems it might, I'll have all the space, time, and tooling (move the machine shop, tig welder, etc. from my brothers little place to the new place) and be able to knock out all the builds that have been hanging in limbo for the past 5 fucking years. God damn it if I didn't stick my dick in the wrong chick back in 2014, shit has been a nightmare until the last 4 months or so. Between her alcoholism and my stupid ass inability to just pack her shit for her and kick her ass out of my life, I wasted a ton of time I wish I hadn't. My son makes it all worth it though... 1.2 acres with a huge fenced yard would make his childhood (go karts and dirtbikes!! ) the best it could possibly be.
My buddy sold his wormburner project for whatever reason, I've had a few offers on mine but flat out refuse to let go of a dream bike. This thing is going to be the coolest bike (right next to WBRW (900RR) and PrizeFighter (turbo Bandit)) for my kid to discover tucked back in the storage area of the shop under a cover, just waiting for the discovery long after I return to being star dust from which I came. Finding my dad's drag logs from the early 80's after he was gone was amazing, it had day, time, air temp, surface condition, bike behavior and setup down to jetting. I might scan those up someday and show them off. Into the mind of a very successful bracket racer. The last page before it goes blank said, "something broke on launch, engine locked, primary chain?".
Just reading through all these comments as have just joined the forum to find old HUC builds to put on our website as we at Gasoline Ally Speedshop have taken over from HUC but are still keeping the name.
We are aware of the bad press that HUC has had in the past and probably still has and are in the process of trying to let as many people know it has changed hands. We work in the shop next to the old HUC owner, we have just finished refurbishing our frame fabrication bay and working on custom builds as we speak. Any help to get the word out would be much appreciated, we are on Instagram and Facebook also as Gasoline Ally Speedshop so give us a look up. There are 3 members of the team covering workshop, emails and office so communication and turn around is prompt.
I haven't a clue where to find my created thread list... I thought I had put the pictures of the 650 setup in here, but apparently not.... once I'm done packing up more stuff in my shop in preparation for a huge move and retire to the house for the evening I'll work out getting some pictures uploaded of the progress. The Ducati wheels are finally sorted into the build and the exhaust is getting close to finished. When I run a load of parts and boxes of house stuff to my brothers place this afternoon I'll grab some new pics of the progress as well. The carbon bodywork looks stunning so far despite the loads of finishing work yet to be done, it's actually starting to look like a proper bike! The engine angle wasn't right to start out so new mounts were made, rear mounts are in the process as of yesterday so hopefully some Tig welding tonight and a little bit more drilling should see them finished up by tomorrow. Hilariously all the rear mounts of the Wormburner frame, for the AO Bandit engine had to be lopped off with a plasma torch to accommodate the new mounts for the 650 engine.
My brother and I have been back and forth about a forced induction solution. I want to see a twin screw blower, he thinks a turbo works better for ridability... so last night as we were discussing plumbing and such for either option, it became apparent we're just going to do BOTH, and compound a turbo through a supercharger with a resulting 6-7psi at peak boost to keep the supercharger from working hard enough to be a hot air pump. Air to water cooling (basically a huge heat sink) in the plenum the way the 'busa guys have been doing it should keep it at a reasonable intake temp no matter how hard it is ridden since the blower will be a huge source of heat in the intake, especially running it without an intercooler since there isn't really much space to run one in the first place, and the more plumbing the more of a pain in the ass it'll end up.
First things first is getting it sorted as is with the PC5, as the winter inevitably sets in and I'm settled at the new shop I'll start digging into the forced induction solution and hopefully have it on the dyno around the same time the turbo bike goes in as that is down to a few small things and it's ready for tuning, what little will even need to be done for that. An evening after hours at a once glorious shop in the capital city running in the forced induction bikes with the staff we know so well should be a fun time.
Found a picture from a few months ago of the chop as the old Ducati wheels were being swapped out for a different set (swapped for all black, no yellow Scrambler stripe on them) so the correct factory decal wheels can go on a Scrambler and bring it back to its former glory, and give me a blank slate for whatever color I want if I don't just leave them black.
Im sure youve done your research and all but from what Ive read about the 650s, they wont take much more than 100 HP or so. stock is around 65-70HP depending on year and I imagine even a small compound blower setup would put you in the 100+ area at6-7 PSI. You planning on blueprinting the block and making something more sturdy or just reinforcing the internals as best as can be?
Bodywork looks really good! engine looks like a good fit too, I though it might be a bit small for a big 1000cc frame but it looks good there.
(most of my reply isn't directed toward you or CF guys at all, just, kinda stressed out and tapped out a monologue of shitty attitude here. )
My patience for this new layout is running thin real fuckin' quick. It's like VS purposefully made a mess of CF to attract more nitwits and push out the people who used this site for a decade plus that are looked at as assholes because we know what we like and like what we know. These emoji things suck too.
6-8psi on pump gas isn't much for these engines, it's all the guys cranking it up to 110-120+ at 9-12psi that really ruined the reputation of the equivelent of an open deck Subaru shit block that easily took 6-8 all day too. Getting greedy is the issue here more than the balance and construction of the engine. My '07 is worn in decent and proven to be solid so I'm assuming a combined boost level of barely anything more than what D series Honda's and older open deck Subaru engines handled for years and years, should be fine. If it isn't, it'll go kaboom, I'll eat shit at 50-80mph (again) and I'll move on with life if I live through yet another highway speed crash. Keeping intake temps way down, knowing what kind of turbocharger to use (things progressed a ton in the past decade, way beyond what the first 650 turbo setups ran) and how the numbers work with compound boost setups, it'll inevitably be a setup that once it is set at a certain boost level on a certain fuel, there's not much that can be done aside from just run it the way it is and keep an eye on EGT and IAT to ensure I'm not going to hole a piston, crack a sleeve, or create too much positive crankcase pressure or wash down a cylinder. I'm sure it'll get sorted on the dyno as to how far it'll go as I'm going to get a few different blower pulley options to swap around and play with wastegate spring pressure until it's happy. I'll run pig rich to start with and dial it back as the boost levels are tamed at WOT pulls last of anything.
The flat track guys have really pushed these things to the limit and it seems 110-115 is the peak of them on a standard bottom end and they'll handle that for a season or two at least. I'm going to be running for smokes and riding it like I would anything else with no rear suspension so the times it does see full turbo and rev range will be few and far between when I've got a 200+hp turbo GS and a compound induction diesel V8 to play with if I want to really hammer on something that makes all the cool sounds and torque numbers. I think most of anything it's just a giant middle finger to the guys that DID push these engines to the breaking point and then told the world they can't "handle" the boost. Well, news flash, open deck blocks don't appreciate double the factory power output.
Finally snagged some pics of current status of the build. Right now we're figuring out the exhaust solution and working out the seat setup. Engine mounts are nearly done as well.
That's engine position sorted now.
Headlight and gauges will be as simple as possible to keep that clean look going as best as possible with an EFI engine in there...
Waiting on a Ninja 500 radiator to replace the mockup of drtbike radiators paired to meet the same size and shape.
It's got some pretty sexy lines going on now. I'm really liking the direction this build went.
That long and low look is pretty fitting for a bike that'll eventually be one of the cleaner builds I've had over the years.
My brother truly is an artist in a craft of brute force. These engine mounts (and now a kickstand!) are pretty much the beginning of the end of the hard parts required to make this a running and riding bike. The excitement is real.
That was kinda where some of the idea was concieved from with the bodywork, the old Back Street Hero's mag cover made me consider more aggressive lines (American hardtail builds tend to have swooping, rounded lines) that still hold some Kawasaki influence as well as pay homage to the very beginning, the roots if you will, of what got us started into calling our machines a StreetFighter. Riding on the shoulders of giants.
I've been called alot of things, sexy is not one of them. Par for the course.
You know as well as I do, being in central Wisconsin, a mere hundred miles from the home of Harley, if this thing is going to catch attention from the guys that build choppers it better put a smile on their face that someone used anything but a Harley engine in a rigid frame because it was done so well it can't be flat out criticized over being a "jap bike". Telling people it's an English frame and Italian wheels with Japanese forks and engine results in puzzled, quizzical looks of interest. The guys I know that build iron, all think this thing is coming together in a way that'll be incredible by the end of it. Quite a badge of honor in a sense to stand out from the crowd in such a way.
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