MaxZilla's
design goal was NOT for maximum power numbers, (although the numbers
are as good as a Hayabusa!) but rather to create a V-Max true in spirit and
concept to the original; i.e. retaining shaft drive, dual exhaust, two up
seating, "in your face" styling (though modernized), but with
better components, strengthened frame and swingarm, etc, and an emphasis on
sport-bike type handling and the requisite parts where necessary. This is a
true custom V-Max, but made as to look like an ultra high-quality production
model of my dreams, blending contemporary with "retro" themes.
Specifications:
1500 cc
PCW Racing, "Tourmaster" engine with four 39 mm Keihin
flatside carbs tuned by Jon Cornell of UFO Performance Cycles - produces 165
rear wheel horsepower, 107.1 foot-lbs. torque.
engine
details: 1500cc Tourmaster 85mm bore, 66mm stroke,
11.3 to 1 compression ratio
Stage 1 heads with bowl porting and Serdi valve job
PCW 03 cams .380" lift, 261 deg. of duration, adj. cam sprockets
Heavy duty valve springs and cam chains
Reworked shot peened and bushed connecting rods
Copper head gaskets
Double "D" clutch set up, revised prototype PCW springs
39mm CR downdraft carb kit
Suzuki
GSXR-1100 USD front fork with increased rate springs, clip-ons, dual 320 mm
drilled front rotors, 6- piston Tokico front brakes. 4 piston PM rear "underslung"
calipers with drilled rotor. Deraked from stock 29 to 27 degrees.
Custom
PCW 4-1-2 Airborne Ceramic Coated Exhaust in silver with twin Vance &
Hines SS2R Carbon Fiber Canisters.
Kosman
17" Wheels with 190 mm rear, and 120 mm front, Metzeler Z4 zero-degree
steel-belted radials.
Works
Performance 14" "Pro-Racer" rear shocks. Sport bike type
"rear sets" (Exactrep-MEK) with "reverse shifting" ( 1
up, 4 down)
Frame
Braced, Frame Rail Dowel Pinning, Swingarm Pivot reinforcement with
gusseting, Widened and Braced Swingarm, Solid Billet Motor Mounts (PCW),
Decreased Rake and custom steering head. Polished HyperPro Steering Damper
for GSXR-1100. Clip-Ons with Billet Bar-End weights. PM levers,
micro-switches and Brake Cylinders. Stainless Steel Cables.
Stack
Digital Instrumentation, MSD Shift light, Instrument Cowl.
Spin-on
Oil Filter (Don Smith). Chrome Aircraft-type gas inlet on rear tail
section.
Custom
Fiberglass bodywork in "Silver Arrow" paint with multiple
layers of clearcoat, Carbon Fiber version to follow, custom seat . Black
Powdercoated Frame and Liberal use of silver powder coating elsewhere e.g.
valve covers, braced swingarm, pumpkin (differential), engine covers and
inserts.
Custom
Larger, Suzuki GS1150E ,"Locomotive" Headlight with black
powdercoated housing, custom billet turn signals, and various Billet Pieces.
"Ram-Air"
Effect Engine Cover to be developed into fully functional pressurized,
enclosed airbox by UFO Performance Cycles in Phase 2.
Dyno Results
(click
to enlarge)
Tuning
by Jon Cornell of UFO Performance Cycles on
11/12/99 yielded 165 rwhp
and 107.1 ft-lbs torque
, which was an increase of 5.8 rwhp, and 3.4 ft-lbs torque from the
159.2 rwhp and 103.7 ft-lbs torque before tuning.
Absolute bar. pressure: 29.14 in. Hg., Vapor press.: 0.24 in.
Hg., Intake air temp: 65.7 deg. F. Gear Ratio: 69 RPM/MPH, Correction Factor:
1.00 SAE
Note: The following article in no way reflects my
personal feelings of the Hayabusa mentioned. In fact I am an enthusiastic owner
of a '00 Blue/ Silver one which proudly shares the garage with 'Zilla and
"spars" with his brother in mutual respect.
Some Fresh Air,
written by John Ganey of PCW Racing in the Dec.
1999 issue of "V-Boost"
Ten years ago, if one of my coworkers
told me there was a V-Max in the shop doorway with inverted forks, 27 degree
steering head, 165 rwhp and Stack instrumentation I would have sent him outside
for a breath of fresh air. A few months back, when it was still warm in the
Northland, I turned the corner in my shop only to be confronted by a statement
of pure Maxcycling expression. Behold "MaxZilla"! Your first reaction
is seeking permission just to be near this bike. Dr. Brilliandt has created an
awesome work of mechanical art. Talk about fearless boundary hopping, this two
wheeled jewel, has broken new ground leading those brave enough to follow. This
is one of those bikes that has a genuine power aura around it demanding major
heart rate increases when you tick the start button for the first time.
Describing the ride I took on "Zilla" would fill the rest of Steve’s
mag so I will regretfully simplify my comments with rock stable feel, quick
steering, cool looks from car people, great sound, very light feel and yes it’s
FAST!
A strange sadness settled on the shop
when we moved aside to let a brand new Hayabusa pull in and park next to
"Zilla". To the new Suzuki owner’s disbelief, the mighty "Busa"
reeked of cloning and lacked the presence when staged next to Dr. Brilliandt’s
creation. After a short bolt on muffler chat the bruised Busa owner backed reverently
out of the parking lot, hesitant to start his once dominant mass produced rocket
for fear it might sound wimpy in front of the crowd. It’s funny how you can
beat another bike without even starting the engine!
One of the many features of Dr.
Brilliandt’s design is the air intake system to feed the carburetors. This is
a topic worth volumes. The V-Max, especially those equipped with the Keihin FCR
smoothbore, need some kind of air supply directed at them. The stock CV carb can
survive with the negative air pressure above it’s air filter caused by road
speed siphoning (road speed 70mph) at the fake cavity. The air passing by the
scoops and the carb tops at road speed can remove available air from the tank
cavity by literally sucking it out. Common strategy (to avoid air starvation)…is
to rearrange the electric’s under the left scoop, open the front of it for an
air flow source then bring in your buddy who is good at bending sheet metal and
make an air system using the tank shell at it’s top. [My insertion here:
MaxZilla’s design goes one better by opening up both sides to fresh air,
sealing the floor around the velocity stacks, and using the increased volume of
the body-tank "shell" as a reservoir for pressurized air. Phase 2 will
further evolve the system to a "tuned" sealed-pressure ram-air
induction system with pressure and rpm controlled scoop openings.]
Many times the Dyno will show me some
big meaty numbers only to go to the drag strip and be disappointed with less
than appropriate trap speeds because of this air starvation. This is the big
reason why Turbos work so well at the drag strip. Force that air fuel into your
V-Max! It will respond with fat numbers at the track. The need for intake air
control is so important that the bike we are bringing to Daytona 2000 had its
frame designed around the carb air cavity.
(A sad note to pass on from John: "My
good friend, Larry Lee passed
away on December 8th from massive heart failure. Larry, VMOA member
102, was instrumental in the design and road testing of the first Tourmaster
1500cc engine over four years ago…Larry had a never-ending desire to feel his
shoulders being pulled from their sockets by what ever he was riding. He will be
greatly missed by all who knew him. God speed.")
