Stan Stephens V6 1200
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Stan Stephens V6 1200
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1985 RZ500
1986 RG500
1986 RG500 C
1992 RGV500 WW ATR
1992 RGV500 LS
1985 NS500 Spencer p
1989 TZR500 Biaggi p
1984 RZV500 Rainey p
1994 NSR250sp R
1983 NS250 p
1987 RG250 WW p
1983 RG250 p
1988 YSR50 p
1986 RG500
1986 RG500 C
1992 RGV500 WW ATR
1992 RGV500 LS
1985 NS500 Spencer p
1989 TZR500 Biaggi p
1984 RZV500 Rainey p
1994 NSR250sp R
1983 NS250 p
1987 RG250 WW p
1983 RG250 p
1988 YSR50 p
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Re: Stan Stephens V6 1200
Shows what can be done with the right engineer and an unlimited budget.
Re: Stan Stephens V6 1200
Has it ever run, or even been put in a chassis ?
- Rick Lance
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- Location: Leicester, NC
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Re: Stan Stephens V6 1200
Stan doesn't do ANYTHING like this without getting paid.
A fool and his money....
Vibration would be atrocious, even crippling. The ignition system would require Dr. Frankenstein's grasp of electrical nightmares. Do you think the clutch might slip a little? Carbs in the Vee as shown would have serious issues with fuel dropping out of suspension affecting the cylinders differently causing uppers to run lean and lowers to run rich with no possible solution while the same carb feeds both. The need for six expansion chambers presents a real challenge. Keep in mind that with 200cc per cylinder they'll need to be much longer and larger than standard RZ units. Can you say "pipe dream"? Locating that lump of a motor in a chassis with any hope of handling right will prove to be elusive. Cooling would require the mother of all radiators. In fact, if an airbox were planned, the rads would have to be split and located somewhere other than under the steering head. Fuel consumption would be legendary.
A fool and his money....
Vibration would be atrocious, even crippling. The ignition system would require Dr. Frankenstein's grasp of electrical nightmares. Do you think the clutch might slip a little? Carbs in the Vee as shown would have serious issues with fuel dropping out of suspension affecting the cylinders differently causing uppers to run lean and lowers to run rich with no possible solution while the same carb feeds both. The need for six expansion chambers presents a real challenge. Keep in mind that with 200cc per cylinder they'll need to be much longer and larger than standard RZ units. Can you say "pipe dream"? Locating that lump of a motor in a chassis with any hope of handling right will prove to be elusive. Cooling would require the mother of all radiators. In fact, if an airbox were planned, the rads would have to be split and located somewhere other than under the steering head. Fuel consumption would be legendary.
If I disagree with everyone, that doesn't make me right. If I take the side of only one, it doesn't end the fight. If my position's strong enough from exposure to the light, you may see things my way when we share the same highway.
- jackson.40
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Re: Stan Stephens V6 1200
There was meant to be a follow up of Stan Stephens V6 in the current copy of Classic Motorcycle Mechanics Magazine but didn't happen, maybe in next months?
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Re: Stan Stephens V6 1200
Rick Lance wrote:Stan doesn't do ANYTHING like this without getting paid.
A fool and his money....
Vibration would be atrocious, even crippling. The ignition system would require Dr. Frankenstein's grasp of electrical nightmares. Do you think the clutch might slip a little? Carbs in the Vee as shown would have serious issues with fuel dropping out of suspension affecting the cylinders differently causing uppers to run lean and lowers to run rich with no possible solution while the same carb feeds both. The need for six expansion chambers presents a real challenge. Keep in mind that with 200cc per cylinder they'll need to be much longer and larger than standard RZ units. Can you say "pipe dream"? Locating that lump of a motor in a chassis with any hope of handling right will prove to be elusive. Cooling would require the mother of all radiators. In fact, if an airbox were planned, the rads would have to be split and located somewhere other than under the steering head. Fuel consumption would be legendary.
One man's foolhardy endeavour is another man's adventure. The list of people that have been told it was a waste of time is a long one. Some of them have put the naysayers to shame.
Re: Stan Stephens V6 1200
I don't agree with you about vibrations and ignition.Rick Lance wrote:Stan doesn't do ANYTHING like this without getting paid.
A fool and his money....
Vibration would be atrocious, even crippling. The ignition system would require Dr. Frankenstein's grasp of electrical nightmares. Do you think the clutch might slip a little? Carbs in the Vee as shown would have serious issues with fuel dropping out of suspension affecting the cylinders differently causing uppers to run lean and lowers to run rich with no possible solution while the same carb feeds both. The need for six expansion chambers presents a real challenge. Keep in mind that with 200cc per cylinder they'll need to be much longer and larger than standard RZ units. Can you say "pipe dream"? Locating that lump of a motor in a chassis with any hope of handling right will prove to be elusive. Cooling would require the mother of all radiators. In fact, if an airbox were planned, the rads would have to be split and located somewhere other than under the steering head. Fuel consumption would be legendary.
Crankshaft timing should be set to 120° between cylinders on each bank.
As in the case of the V4, resulting should be equivalent to a 3 cylinders disposed perpendicular to the V median.
Balancing shaft, if used, should be set accordingly.
Kawa 3 cyls didn't use one.
Ignition would be done by putting 3 pickup coils in the stator. Not more difficult than a Yamaha crossplane setup. A dumb solution if no other one available would be to put 3 CDIs, one for one pair of cylinders...
Cooling depends on the power of the motor and its thermodynamic efficiency. Cooling on the RZ500 is a nightmare due to the misconception of the coolant path in the rear cylinders/heads.
I don't think cooling on a Yamaha R1 is a challenge.
But you're right, the real challenge would be the pipes !!
Re: Stan Stephens V6 1200
I thought this engine was for a sidecar(?).phildu31 wrote:But you're right, the real challenge would be the pipes !!
Re: Stan Stephens V6 1200
Good point Pete. Always been a genre of unbounded ingenuity that class, Konig and other outboards and others.
1985 RZ500
1986 RG500
1986 RG500 C
1992 RGV500 WW ATR
1992 RGV500 LS
1985 NS500 Spencer p
1989 TZR500 Biaggi p
1984 RZV500 Rainey p
1994 NSR250sp R
1983 NS250 p
1987 RG250 WW p
1983 RG250 p
1988 YSR50 p
1986 RG500
1986 RG500 C
1992 RGV500 WW ATR
1992 RGV500 LS
1985 NS500 Spencer p
1989 TZR500 Biaggi p
1984 RZV500 Rainey p
1994 NSR250sp R
1983 NS250 p
1987 RG250 WW p
1983 RG250 p
1988 YSR50 p
Re: Stan Stephens V6 1200
Stan Stephens & Stuart Anderson, Windle Yamaha 500 sidecar, Loton Park 24th April 2011
Re: Stan Stephens V6 1200
I completely agree on the necessity of being a fool to have that build and part from lots of money.
But the good thing about that is that these people rarely are good riders (i.e. they won't mind crappy handling or big vibes) but most would just want to own something unique the others don't have.
Technical aspects:
Two 3 in 1 systems may solve the pipe issue at the cost of a few dozen ponies...
And the carb issue (if there's one) could be tackled with either additional (piggy-back) or standalone (i.e, carb without fuel connection) EFI. (In the latter case the carb slides would just meter air). There's plenty of space for injectors.
I guess, I'd favour a carb that is doing the partial load fueling and the EFI adds the rest up to WOT.
Ignition is only a nightmare for people thinking the mechanical way. I know lot's of those who could revise a bike engine with eyes closed, but if it comes to cables, they're lost.
But the good thing about that is that these people rarely are good riders (i.e. they won't mind crappy handling or big vibes) but most would just want to own something unique the others don't have.
Technical aspects:
Two 3 in 1 systems may solve the pipe issue at the cost of a few dozen ponies...
And the carb issue (if there's one) could be tackled with either additional (piggy-back) or standalone (i.e, carb without fuel connection) EFI. (In the latter case the carb slides would just meter air). There's plenty of space for injectors.
I guess, I'd favour a carb that is doing the partial load fueling and the EFI adds the rest up to WOT.
Ignition is only a nightmare for people thinking the mechanical way. I know lot's of those who could revise a bike engine with eyes closed, but if it comes to cables, they're lost.
Bye
Martin
Martin