Race chassis

[Bert]

Hello from Spain, I have already published in the presentation part of this post is very interesting, I put pictures of my latest creation

Really interest stuff Manu24
Do tell us more about the project and maybe the motostudent project.

Please tell us more..............

Husa you might have to go to Facebook and have a look see.
https://www.facebook.com/Ktuning.es

[husaberg]

Chassis RS125 1995 NX4 Vs RS125r NF4 1994

[husaberg]

I have posted some pics before
But not I think of the bare stainless steel monocoque
Peter Williams a very clever guy and a very underrated rider
http://peterwilliamsmotorcycles.com/innovations/

[cotswold]

nice british bike

[F5 Dave]

S'funny I'm just reading a bit about Exactweld rider Gary Noals I think it was. Novel idea.

Piston port TZ,but fitted with 17', later discs Ohlins etc

[Grumph]

That TZ Exactweld is the one they used in the European Champs. Looks like it's been updated for post classic racing.
I know Husa has the mag with pics of the later inline twin with rotary valves both sides and the motor as part of the chassis...Given the headstock mounted to the heads it must have been a bugger to lift a head to check mixtures.

They did the very similar Cosworth too, swingarm off the motor and a fabricated head stock off the top of the motor.

[jasonu]

nice british bike

'Nice' is not the word I would use. 'Ugly' is way more appropriate.

[Grumph]

'Nice' is not the word I would use. 'Ugly' is way more appropriate.

If you think that's ugly - and i don't disagree...Find a pic of Eric Offenstadt's cast alloy version of the same thing. Now that's ugly. And from cast alloy, not decent stuff.

[husaberg]

If you think that's ugly - and i don't disagree...Find a pic of Eric Offenstadt's cast alloy version of the same thing. Now that's ugly. And from cast alloy, not decent stuff.

Yet imo anyway The Cosworth Norton they did with its fairing and seat off Is rather remarkable and pretty. Then again i guess there was very little other ways to frame the unweirdly lump.

Click on the Arrow after husaberg
I will post a better pic of it tonight

Below the Quantel Norton

I believe it may have won A BOT Daytona event later on or was second.
Norton had a big problem with the engine it turned out as well as costing them huge money it had so little flywheels it would allegedly lock the rear wheel on overrun and had a water pump that was supposed to be impossible to bleed without burning or scolding the mechanic

The engine was descrbed as the first cavity wall insulated engine by Williams Nortons management as well as constantly changing the origional breif to Coworth. One of the things they insisted on was it be symetrical on ether side. So the right side is all a dummy of the left camshaft drive. It actually made over 120 hp with little or no tuning from the Origional Duckworth design (insert duckworth moto here)

[husaberg]

..............................

For Paul Morgan who laterwent on to co-found the Ilmor raceing engine concern , it was no reward for all the work put in on test bed running and development.
The raceing engine was finally refined to produce at least 110 bhp at 10.500 rpm .

And so , for several years the Norton / JA engine dissapeared into limbo.
Then in July 1984 , an ex - road racer , and newly appointed Cosworth Director Bob Graves ,
whose Quantel company had joined Cosworths controlling company , UEI , was shown round the Northampton factory by Kieth Duckworth .
Bob spied a few dusty engines on a shelf and asked what they were, and leaned the sorry saga from the Chairman , who ended up by saying
" You're looking at the only engine we have ever built which has never won a race " .

Kieth was happy to get rid of a couple of engines , but wanted no more to do with this failed project. The story is that Graves then spent four years - and 100.000 pounds - to prove him wrong. In 1988 he made his point - not only did Roger Marshall win the Daytona ' Battle of the Twins ' on his Cosworth engined bike , The Cosworth - Norton engined bike , The Cosworth - Quantel , but the machine went on to win major events at Spa ( Belgium ) and Assen ( Holland ) later in the year . Then , as Kieth told me :

' After the Daytona win we had the chance of takeing more orders for this engine , but by that time Cosworth was far to big to be playing around with things like that ' .


Bob Graves, a director of Cosworth, found the engines when searching through a store room. He purchased what was left and sent it to his home in Surrey where he had a private workshop and a considerable collection of automobilia exotica.

Bob Graves engaged three people to work on the project, Guy Pearson, John Baldwin and Gary Flood. The former two were skilled fabricators of stainless sheet alloys and aluminium, while Gary was a would be MX rider cum road racer. Guy and John had at one time worked for Surtees F1, and all three had combined to produce the Exactweld 250 two stroke racer on which Gary Noel would eventually win the European Championship.
The following is what Gary Flood told me regarding the detail that went into making the Quantel Cosworth a top performer.

Guy and John devised a fabricated chassis that attached to the front and top of the engine, with a fabricated swing arm and a mono shock mounted above the engine.
The engine was re worked in considerable detail. Without detailing the work done in any sort of chronological order, the following were things that had to be addressed.

The gear on the end of the crankshaft would slip. Kieth Duckworth suggested chrome plating the inside of the gear to give a certain interference fit, and once this was done no more slipping occurred. There was also a problem with a quill shaft fracturing at certain low engine speeds. Duckworth again came up with a fix which involved a change in both material and shaft diameter. Flood eventually re balanced the engine to a different balance factor.

Initial attempts to run a fuel injection system were disastrous, best described by Gary Flood as impossible to map to be suitable for track use, and likened it to an on/off system - with no in between !
Amal 40mm Concentric Mk 2 carburettors were fitted to get some power output figures, and worked reasonably well, but the original design provided a poor down draft angle for the intake duct owing to the original requirement being that the engine should be also suitable for road useage.
The team modified the intake to create a greatly increased down draft, thus making fuel injection a necessity. Kieth Duckworth had a system built up by Cosworth technicians that proved to be totally satisfactory in terms of power delivery and throttle control.

Cam profiles were originally lifted straight from the Cosworth DVA engine, with valve lifts and durations being equal, exhaust and intake, and set at 102 degrees maximum lift both. Maximum valve lifts were 10.4 mm, and at 1mm lift, durations were 274 degrees. Later Gary Flood changed these settings to give intake full lift at 98 degrees ATDC, but despite this early opening, no problem was ever found with valve to piston clearance. Later the intake cam was changed to one developed by John Judd when working with the Williams F1 team, which gave 1.5mm more peak lift.

Squish was set cold to 0,024 thou. but was found to shrink dynamically to 0.006 thou.

Exhaust header pipes were in 18 swg, of 1 7/8 inch outside diameter running into a collector with a parallel outlet pipe.

Dyno testing was done on a Heenan and Froude water brake, and just over 120 bhp was measured at the gearbox output shaft.

Testing showed the gear spacings to be less than ideal, the original design was for a 20% drop between each gear. It was found that the gap between fourth and top was too great and so the gears were re designed to give a drop of 12% which eventually proved ideal.
The clutch was of the diaphragm spring type which Gary Flood described as 'borderline'.

The Quantel Cosworth was raced very sucessfully by both Roger Marshall and Paul Lewis.
Following a period in retirement it was eventually sold to a German collector.http://www.accessnorton.com/quantal-...t15308-75.html

[husaberg]

Second lot of pics before I get in trouble for huge pics.......

[husaberg]

Third lot of pics before I get in trouble for huge pics.......

[cotswold]

Not sure if this ones been on here or not but a monocoque crm 1972 , one of Jan Theils Jamanthi racers

[husaberg]

Not sure if this ones been on here or not but a monocoque crm 1972 , one of Jan Theils Jamanthi racers

I think I posted the colour ones on ESE or here..........
https://www.facebook.com/Jamathi

QUOTE=husaberg;1130458874]No worries the fact that so many Europeans can so readily swap between so many languages never fails to amaze m e while we kiwis struggle at time with one,





[/QUOTE]

[husaberg]

Anyone got any pics of the Macintosh Rotax.
Or know where it went.

Apologies about the delay! Dave O mentioned a few weeks back that there was a note I should add my 2c to, but been busy and forgot about it. Dave prodded me again when we caught up over the weekend. I can give you a bit of early history, but unfortunately nothing recent.

The bike was built in 81 by Ken McIntosh. The engine was supplied by the local Rotax importer Dennis Marwood, I believe via his motorsport company, Performance Developments. There was originally a hope they might build and market a run of these, as with the McIntosh TZ frames, but this never eventuated.

Ken's frame was very distinctive, and quite different from anything else he had built at the time. It had a single large backbone tube fashioned after the Egli Vincents, with droppers to pick up the front and rear engine mounts. There was no frame under the engine mounts, so the engine was effectively a stressed member. Rear suspension was a simple rectangular section steel swingarm riding on twin Fox shocks. The tank was custom, the seat was a sectioned seat from the larger McIntosh big bore Suzuki frames. I'm not sure what the fairing was from. The front end and wheels were stolen from the TZ250H I had just bought for the coming season.

As the original note said, I managed to highside a Katana in a 3 hour production race at the old Baypark in Tauranga, and broke a wrist. This was three weeks before the start of the NZ championship rounds. Ken wanted the bike out prior to this, so it was first run at a club meeting on the old short circuit at Pukekohe, ridden by Stewie Burdett, then at the non-championship meeting at the Wanganui Cemetery circuit on 26th Dec 1981, ridden by Mike Pero. The bike performed well at both of these.

My first ride was at Teretonga, a week after Wanganui, with a win in the 250 prelim, and a second in the championship points race. My recollections of this first ride was the phenomenal punch out of corners. The bike then blew a crank in a 350 race, which unfortunately set the flavour for the rest of the season. as we struggled with reliability and performance. I think now this was purely lack of knowledge. Any number of people could advise on making a TZ fast and reliable, but no-one in NZ at the time had any experience with the Rotax motors.

After running 2nd in the championships, I moved to Australia at the end of the season, and the bike went back to Ken McIntosh. While I had originally planned to take the Rotax, I still had the H, and couldn't afford to buy the Rotax as well. The following season, Ken had Robert Holden on the bike, and I believe it finished second again in the NZ champs in the 82/83 season. Sadly, Robert died in a racing accident some years back.

I don't know the exact chronology at this point, but I understand Tony Maxwell had it at some time (maybe immediately after Holden?). Following this, it disappeared.

Friend, racer, and part time journalist, Terry Stevenson, did a magazine article on the McIntosh bikes a few years back. This was primarily around the big bore Freeth era racers, but he also attempted to trace the whereabouts of the Rotax, but with little success. He believes the bike was broken up, the engine ended up with the go-karting fraternity, and the frame was turned into a shop hack, and is now probably consigned to a dump somewhere, unrecognised for what it was. A sad end to a great little bike.

I've just come back from the Sheene memorial classic meeting at Hampton Downs, and for a brief moment I thought the McIntosh Rotax may have resurfaced. I was dragged over to meet an Australian guy (Lech?) who had purchased a Rotax powered bike a couple of years previously from someone in Christchurch. It had a custom frame, and he was struggling to find its origins. Unfortunately once I started describing the McIntosh frame it was immediately obvious this was not it. (But at the meeting was Ken McIntosh, Mike Pero - having his first race on a TZ for many years, and myself, so we had a fair whack of the early Rotax history there!)

So that's about where my knowledge ends. If anyone else has any inkling of where this has ended up, I'd love to know. Or, if you are sitting on an unknown frame, I could pretty quickly identify if it was the McIntosh. I will have some photos around, which I will scan and load, but I don't think I have anything of the bike undressed.

Andrew (Mclaren)
http://2stroker.createforumhosting.c...otax-t6256.htm