"Red" with the first Van TechThis page has links to graphics files that have recently been added to the website. When I get time I later move the links from this page into the two other categorized graphics pages.
I've been asked to start showing thumbnail images so I'll try to do that on files in the future.
COPYRIGHT STATEMENT: I'm retaining copyright to the photos that I've taken, though I don't mind people using them on their sites as long as I get attribution as the photographer (and a link to my site would be nice too). Copyright to photos taken by other people are retained by their respective copyright holders. I've attempted to abide by the "fair use" clause in the copyright laws. I've given attribution where available to the source of any photos that I didn't take. There are some photos from different publications, and while some of these publications are still in business others aren't. I'm not deriving any monetary benefit from these photos (in fact, it costs me to have them loaded on my ISP's server), and I have sincere doubts that my providing photos from publications of 25-40 years ago (especially defunct publications) is denying income to anyone. All photos are offered as a service to interested members of the motorcycling public. However, should someone who retains copyright to any photo that appears here object to the photo being made available, I'll remove the link to the photo upon request.
Many thanks to Off Road Review, formerly published in the UK by Deryk Wylde.
I contacted Deryk to compliment him on the magazine and ask for permission to use some of the photos (with proper attribution), and he graciously allowed me to do that. In addition, he has searched out photos of some of the things that I was really interested to see - private and works specials, bikes with different leading link forks, and specific bikes for which I was unable to find good pictures.
Sadly, the magazine is no longer being published, which is a shame as it was of very high quality and had many interesting photos that were not generally available .
Here is a list (in order of appearance) of links to the different section. Please keep in mind that there is some cross-over between sections, so it might pay to look at everything just in case my method of classifying the photos doesn't quite match up with the way you would have divided them.
Categories of photos on the first graphics page:
Craftsmen and Innovators
To the first categorized graphics page
Categories of photos on the second graphics page:
Road and Roadracing Motorcycles
I'm going to start listing the new additions to the page here when they first go up. When I get time I'll then move the links into the appropriate section below (but that may not happen very quickly - I'm more concerned about getting more material up on the site).
I've found or been referred to several interesting sites devoted to 50/80cc GP roadracers. Some of them are mentioned below, but I'd like to add links to them here:
The newest files are in this section.
Rick Denoon in Canada built a nice Honda 400/4 special about 2005. It was the cover bike for a UK magazine, and I've put the photos he sent me in this folder on the site.
Bill VanTichelt’s daughter Holly sent these early Van Tech photos
supplied by Ray Hook at Blendzall Oils. She says that Hook
commissioned the first bike for a racer being sponsored by Blendzall.
The Van Tech "widowmaker" twin-engine racer.
"Red" racing the twin Van Tech at Modesto CA
Here's a Yamaha 2T twin of 420cc with R6 running gear built (and photographed) by Dave Pearce at Tigcraft:
Here are a couple of Tigcraft racers. The single has a
"reverse head" YZ450 Yamaha engine and the twin is an EN650
Kawasaki. The Kawasaki won the 2014 Southern 100 650cc Twins race
with a new lap record of 103 MPH. Photos supplied by Dave Pearce
at Tigcraft.
Tigcraft
reverse-head YZ450 Yamaha
A couple of friends and I drove from ABQ to Laguna Seca in 1975 to see the National. It was our first time at a road race event. In the campground we were next to a couple of guys running in the Lightweight race. One of them had this custom-framed Kawasaki Bighorn 350 single. When I recently asked for information about the bike Harry Klinzman told me "yep, Joe Brown, he made fairings, thats his sticker on the side, he made the seat too, my bikes had all his products when I started racing, the bike was built by a guy named Stan Stanky, he was a teacher at a school in Garden Grove for motorcycle repair, I was one of his students, blew me away to see this pic...." Pitted with the Kawasaki was this Yamaha TA250 equipped with Monotrack wheels and disc brakes.
Dave Pearce at Tigcraft sent me this photo from the 2014 Classic event at the Spa racetrack. It is an interesting custom frame around a 750 Laverda twin:
Custom Laverda 750 photo by Dave Pearce at Tigcraft
My friend Jeff Henise just completed this 200GP-class Kawasaki vintage racer. He calls it an "F37" because it has the earlier F3 cylinder mounted on the later (5 speed) F7 crankcases. He was not allowed to use the F7 cylinder, presumably for fear that it would give him a competitive advantage, though since the porting in the earlier cylinder was completely reworked that seems like a senseless restriction to me. Jeff is a skilled machinist and weldor and did all of the work himself, other than the fuel tank which was done by my friend Stephen Gillen. Jeff designed the porting, exhaust and combustion chamber. He was familiar with my CR216 Honda frame but hadn't built a frame before. I gave him advice on the chassis design and construction so there's some similarity to the 216. I encouraged him to make the external damper telefork as was used on the early 1960s DMW Typhoon racer instead of trying to get crude damper rods to work and that seems to be working well. He reports that the chassis is very stable and confidence-inspiring to ride. I took the first photo in the garage at the 01 May 2014 AHRMA national at Sears Point. Jeff took the photos of the fork modifications, and the others were taken by Jeff's friend Dave Singleton who offers a Kawasaki triple crankshaft service at Dave's Triples.
Hans Passberger built this nice spine-framed Ducati 500 twin, He earlier had built a Morini twin with a spine frame:
Roberto Gallina is former GP rider who earlier had success riding Motobi and Laverda motorcycles. He also was the team owner for two 500GP championships. After he retired he built some interesting bikes. Paul Woodell spotted the Hayashi 750, which Gallina built on commission from Mr. Hayashi, in a local motorcycle shop. There are a few items in the motor that were borrowed from a Suzuki, but otherwise it is all custom-made:
Ian Drysdale sent me some photos (by either Greg Parish or Thedam) of his 1000-V8 sport bike which is now fully road registered in Australia:
Norman Hossack has a new website and the featured bike is his recent conversion of an 800cc Ducati to his alternative front end. This is his personal bike that sees daily use, and the conversion removed 30 pounds from the chassis. http://hossack-design.com/
Jim Garvey in Australia sent me some photos of his recently purchased Yetman-framed 650 Triumph dirt track bike. This may be the only one of these frames that were made.
Charles Curnutt was one of the early innovators in off-road suspension in the USA. I put a set of his rear dampers on the 1972 Maico 125 I bought new and raced during the period. Scott Tremblay worked for Curnutt and has supplied me with some photos and other documents, and I've supplemented those with some period articles.
Ian Drysdale of Australia snapped these photos of what appears to be a supercharged V16 two-stroke special.
Peter Breede sent some photos of his Bonneville speed record experiences. The engine is a Yamaha RD 125 cc twin cylinder with TA125 top kit and CDI from a TA125, frame, pipes and carbureting by Peter. 1976 Bonneville Record's A= Altered frame, AG= Altered engine on Gasoline ( 125 cc ) 102.907 MPH, AF = Altered engine on Fuel ( 125 cc ) 105.164 MPH. In 1977 he bumped his own record A-AG-125 from 102.917 to 105.928 MPH. Note bracket on left down tube in front of engine for left side of radiator when he used a JLM water-cooled top end and the switch above kill button on left hand grip for electric water pump
Ian Drysdale sent me this article by Alan Cathcart on a big twin cruiser engine that Ian and his collaborators designed/built. It has a number of clever features. The file is about 5MB in size. The article is reproduced with the permission of the publishers, Austrlian Motorcycle News.
Robert Grauer sent these photos of some of his project bikes. It is clear he knows his way around the workshop!Jean-Marc Donnat let me know that Jean-Michel Coinaud had taken some photos of a Maltry 500 (a Linto-style twin made with Motobi top-ends) and Jean-Michel has given me permission to post them for your enjoyment. Jean-Michel also sent some photos of other bikes a few days later.
Here's a small article from a 1949 issue of "Motor Cycling" about an Italian FF that had already had some race success. I've been unable to locate any information on the 1920s "Gasolene Hare" mentioned in the article.. Dr. Marzocchi's FF racer Notice how similar the recent Gurney Alligators are to this.
Jean-Marc Donnat has an interesting website about his FF project: http://www.jmdonnat.com/
Jerry Marzin sent me these photos of his 1971 Motobi 125 Sport Special. It is a very clean and original bike.
Michael Ruggiere sent me some photos of the Benelli 125 motocrosser that he built up to race the AHRMA Premier Lightweight class. He's done a very nice job on the bike. He also has a Benelli 175 set up for vintage enduro/cross country use. He's done a very nice job on both bikes.
Bob Wreford provided me with an introduction to Andy Westlake of the Difazio owners club. Andy has supplied me with a number of photos of some of Jack Difazio's hub-center FFE creations. All photos other than the B&W of the hub parts are by Andy. Those others wre taken by Malcom Wells. Note that some bikes have the FFE grafted on to the OEM frame, whilst others have complete Difazio chassis.
Here are a number of images either supplied to me by Tony Foale or about Tony's bikes (or rides).
Mike Bungay, of Sacramento CA, sent me some photos of his B50 racebike. It has a Cycle Factory frame, which was built in Northern California. Notice the detail work, including swapping the shift and brake levers. The engine is by E&V Engineering and is reported to be quite a runner.
I recently came across a photo of a bike I wasn't familiar with. I tracked down the photographer, Phil Aynsley (Phil Aynsley Photography) and found out some details and got some larger versions of them. It is a 75cc DOHC Linto from 1956. The photo was taken at the Morbidelli Museum in Pesaro, Italy. Lino Tonti is noted as the designer of the Linto 500GP, which doubled up 250cc Aermacchi top-ends on a new crankcase and in a space frame chassis. Phil notes that the 70cc single developed 9hp at 11,000 RPM, weighed 95KG and had a top speed of 167 km/h.
While I was trying to find out about the Linto John Cooper sent me some photos he took at the Morbidelli Museum.
Here are some additional photos I've recently scanned of the Honda CR216 vintage racer I designed and built.
Here are some additional photos I've recently scanned of the 650cc Cagiva Alazzurra I modified and raced and rode on the street.
I scanned a lot of old photographic prints and I just went through those relating to my Laverda 750 roadracer and they appear below.
In the mid 1980s I swapped my Kenny Roberts' framed Yamaha TT500-engined singles racer for a Laverda SF2 750cc twin. My intention was to go racing in the Battle of the Twins (BOTT) class, both in my local roadracing club the American Federation of Motorcyclists as well as with the AMA. I never rode the Laverda on the street -- on getting it home I started stripping it down and modifying it for racing.
The Mark 1 version of the Laverda 750 SF2RR racer was using the standard chassis. I changed the wheels for a 3.5" x 16" Astralite front and 3.5" x 18" Astralite rear. I used a Hunt ceramic-sprayed aluminum rotor on the rear wheel and a stainless steel/aluminum/stainless steel sandwich rotor from Erik Buell on the front. Those were grasped respectively by a four piston and two piston Brembo Gold Line caliper. I installed SFC pistons, 5c cams, SFC valve springs, 38mm Dell'Orto carbs, some porting on the head and a 2-1 exhaust pipe. A Lucas Rita ignition was grafted on. I got a fifth place in the 750 Modified Production BOTT class at the AMA national at Sears Point in this trim.
The Mark 2 version of the Laverda 750 SF2RR racer was started when I decided to try my hand at building a frame. This was going to use a Hossack-style FFE (funny front end). The a-arms would pivot near the ends of the two front cross tubes. I never got past the main frame and swing arm.
The Mark 3 version of the Laverda 750 SF2RR racer saw me trimming back the Mark 2 main frame and making a steering head that attached directly to the stock rocker cover. I eventually decided that I didn't feel comfortable using the stock cover a la the Quantel Cosworth Norton
The Mark 4 version of the Laverda 750 SF2RR racer got to the point of being on wheels but no bodywork was done. I recycled the rear portion of the chassis from the Mark 2/3 bike and attached new tubing to the front. By the time I finished it was clear that for the special-framed class an open Twin was needed, and I'd decided that racing vintage instead of BOTT was more appealing (and more appropriate for my skill level).
The Mark 5 version of the Laverda 750 SF2RR racer. I had several races on this version and I was surprised at how it wasn't very fast. I eventually put it on a dyno and after some investigation determined that I'd been sent late-model SFC pistons that were very different on the deck height from the standard pistons, leading to a very low compression ratio. After shortening the cylinder and having a bit more porting work done the engine put out 74 bhp at the rear wheel on an chassis water brake dyno. I ordered new JE pistons in stock height and did some work to space the cylinder up and set the squish bands, but never got the engine back together and in the bike before selling it to another Laverda enthusiast. New cams were developed by Megacycle too, so I expect the final version would probably put out 78-80 bhp at the rear wheel.
I modeled the frame along the lines of a MK3 Seeley. This time I decided to make a new rocker cover that would be sturdy enough for chassis use. I moved the mounts on the rocker cover to the outside corners.
I eventually fitted an XR750 long track fairing, TZ replica front fender and a newer version of the seat and had them painted. I never got the engine back together and installed before selling the racer and the SF2 street bike to another Laverda enthusiast.
Here's a photo of a Vincent sprinter in a rather precarious position. Note the smoke coming off the rider's right boot heel. Robin Ditcher sprinting his Vincent
Here are some photos I took of a Troutman and Barnes-framed CB450 in "as found" condition. You can find some photos of this or a very similar bike from a magazine article elsewhere on the site..
Here are some photos I took of my 1976 Bultaco 325cc Sherpa T (Model 159) and 1975 Kawasaki KT250 frames. I hope you'll find them interesting to compare.
Here are photos of the Laverda 1000 "Sei" endurance racer that I took at the Mid Ohio AHRMA national in July 2008.
Kim Nelson sent two photos of a Kawasaki KT250 about which he says" Michael, I've read about your KT250 adventures on Trials Central and, after finding these pics today, thought you might enjoy them. I don't know anything about the bike other than the obvious,the highboy frame alteration and the Sammy Miller exhaust. Pretty cool, huh? The bike was ridden by Steve Darrow. I took these pics at the nat'l round at Kansas City, MO.,probably 1976. I went straight home and added the S. Miller exhaust to my Suzuki RL250.I thought it helped, definitely sounded great!"
Thanks Kim! You'll note the bike is also using the KX250 clutch cover which is often seen on factory-supported bikes. Dave Friesen gave some assistance in tuning up the old photos.
Here are some photos of a CB160 scrambler that was running pretty well at Mid Ohio in July 2008.
Here's another period brochure that surfaced today. This is the Cheney frames and bikes as offered by Knobby Shop International in the early-to-mid 1970s. Too bad the prices aren't still that low!
In 2002 Tom Nixon from England sent me this scan of a period publication showing the space frame Alberto Pagani built for his Aermacchi. I found this today in a box where it had been shuffled away, and I'd like to offer my belated thanks to Tom for taking the time to send me the information.
1965 space frame Aermacchi single
Ken Canaga sent me some photos of the Hindall TT500 he bought a little while back. I found the Hindall brochure that I was sent in September 1973 and here are some scans of that too.
Bob Nielson provided me some photos of different Hindall-framed dirt bikes, most of them his. Bob also has a Yamaha DT1 Hindall.. Harry Hindall was in the Los Angeles area and made frames in the early to mid (possibly late) 1970s. His personal Triumph 650 desert sled was very light, and Harry made his own hubs along with the rest of the bike. I think I still have a Hindall brochure and I'll try and find it and scan it for the website.
This time Joep Kortekaas has provided a batch of photos of various Rumi motorcycles. I'll let Joep provide the explanations:
Hi Michael,
I thought you might be interested in these pictures of Rumi motorcycles. Rumi started business in 1949, and their first motorcycle, called "Sport", a 125 cc two-stroke twin (pics Rumi 1 &-2) appeared in 1951. More street models followed, called "Turismo" and "Diana", and a model with 2 carburettors was produced, the "Bicarburatore" (pic. Rumi-2A), and in 1953, the GT (Gran Turismo, see pic Rumi 3) with 200 cc engine appeared, but the factories interests quickly changed to racing. The first 125 cc racers appeared in 1952, called "Competizione", but better known as "Gobbetto", meaning "hunchback", after the shape of the tank, pics Rumi-4, -5 & -5A - the latter has obviously been provided with modern expansion pipes, a pity. In 1954 an improved version appeared, Rumi-6. Pic. Rumi-7 shows racer Zonca on a Gobbetto in Austria 1954, where he came in in 5th place. 1953 saw the introduction of a scrambler model (pic. Rumi-8).
The Rumi most revered by many is the "Junior Gentleman" of 1959 (pic. Rumi-9 & -10). Based on the Junior Gentleman, a number of racing bikes was developed (see pics. Rumi-11 & -12). Pic. Rumi-13 shows John Dixon aboard a "Junior Gentleman" during an outing at Oulton Park in 1961.
Although Rumis are best known for their two-stroke twins, they made a number of interesting four-strokes. The fist one was also the most interesting one, the 1952 250 cc DOHC twin (Rumi-14), followed in 1953 by the 125 cc DOHC single (Rumi-15). A study object, the 175 cc single (pic. Rumi-16) never went into production, which is a pity - the bike looked good and could have been competition for the Ducatis, Bianchis and Morinis of the time. In 1960 a 175 cc prototype V-twin was developed (Rumi-17), which led to the production of the 1960 125 cc V-twin with 6.8 PS (Rumi-18) - and that was the last factory Rumi. An interesting four stroke was the privately built 125 cc DOHC twin, based on a Gobbetto (Rumi-19, -20 & -21). In 1960, a gentleman by the name of Giuseffe Fabri, decided that two Rumis was better than one - and so he built a 250 cc four, by combining two 125 cc twins, pics Rumi-22 and -23. Rumi also built scooters, and I show one of them, the Formichino, or "Little ant". Judging by the colour, it must have been a fire ant!
Rex Harris is one of the people on my mc-chassis-design list and he sent these photos of the Honda single special he built:
A few new photos from Joep Kortekaas:
Pat Jeal saw this BSA unit single with Ducati cylinder/head at a show in Malvern, England.
!Here are some more interesting items from Joep Kortekaas:
Here's a copy of the instruction sheets that came with the performance kit for the Suzuki TS50R:
Joep sends along some more photos of his Drixton 450 Honda as well as a period photo shot of Marly Drixyl and a later style of 450 Honda frame, as well as some period photos of some dirt bikes. There are also some pictures from the 1956 ISDT (which should have been in West Germany). The M-72 is a Russian-built 750cc side valve. The Isch 350 was also from Russia.
Some more photos from Joep Kortekaas. Joep gave this information on several of the bikes: The Jawa 350 was built by Austrian Rudi Thalhammer, who got the engine from the Jawa works in exchange for titanium and magnesium the factory couldn't get. He built his own frame for it, and afterwards sold it, after which I bought it. I restored it to perfect running order, but didn't like the look of the bike and sold it to an Englishman, who sold it to the USA. The Triumph special was built by a Dutchman, who gave the engine a dohc and built his own frame and special front wheel suspension.:
I saw a photo of the Jawa Gimo 50cc roadracer at Two Stroke Tuner's Guide to Wisdom at saltimine.org.uk. Geo put me in touch with the owner, Michel du Maine who provided some additional photos of the bike and chassis. Michel owns the Riemanoc monocoque frame Yamaha twin racers and you can see some photos of those and other interesting two-stroke bikes at saltmine.org.uk. You'll notice that the fuel is carried in the large diameter spine frame and the "tank" is just a shell to give support for the rider. Note the different top end on the engine in the frame-only shots.
Danny Messmore sent me these photos of his great looking vintage trials project. It is a 250 Hodaka engine in a Kawasaki KT250 chassis. He reduced the rake by 3 degrees and had to make some new motor mounts as well as trim some lugs off the engine. The Hodaka engine is shorter front to back but taller than the Kawasaki engine. He says the photos I put up of my KT250 exhaust pipe project were of use to him in building the pipe for this bike.
Danny also sent photos of the Hodaka Wombat 125cc trials bike he built before doing the 250:
Here are about 44 photos I took in November 2007 of bikes at Virgil Eling's motorcycle museum. in Solvang CA. Yes, there are a LOT of photos of the replica Moto Guzzi V8 racer. :-)
Here is a page from an article on hopping up a 90cc Yamaha enduro. The main thing I found of interest was the Swenco leading link fork. You'll note the link is an aluminum casting. Swenco LLF
Here is a small ad for a Trackmaster frame for the AT1 Yamaha. Trackmaster AT1
This frame fixture was used by Redline frames. Redline frame fixture
Frank Wheeler is well known in Hodaka circles. Less well know is that he designed a dirt bike that looks like it got fairly close to production. Wheeler 175 Cross Country
This is a Yetman frame ad from late 1967
Daniele Fontana and his new 250mm 4LS brake
Here are several articles on small project dirt bikes built up with VanTech frames:
Bob Braverman's Cycle Guide magazine did a lot of project bikes with special frames. They also published two articles on frame design and construction:
Cycle Guide also did an article on fitting a Roehr Bros/VanTech leading link fork to a dirt bike:
After Bob Braverman left Cycle Guide he had a magazine called "Cycle Rider". Continuing the "special" frame theme, here is a dirt bike built into a CRDC (more photos from them on the second graphics page) aluminum monocoque frame:
Several years ago Hans Hintermaier photographed his family photo album that has many pictures from his father Josef's offroad career in Germany. Hans says "I think I have told you of my father's offroad-activities in the years between '52 and '62? In the sidecar of Karl Ibscher they were "Deutscher Meister" '60 and '61, Karl caught gold another 8 times after that, I think..." This page is about Volker Schach who appears to have been one of the main competitors for Ibscher and Hintermaier and it lists some of the big events they were in. This document from Automobil-Club München shows Ibscher and Hintermaier as "Deutsche Geländemeister" in sidecars in 1961.
Some of the photos are going to be showing Josef in the outfit (or possibly pushing!) and I've asked Hans if that is his father pictured riding the solo bike in some events.
Here is what Hans told me about the bikes in the photos: " AFAIR Maico (#213), Zundapp Elastic, Puch TF (with self made twin-carb conversion, both carbs behind cylinder and burgess-muffler. Must have been runnig better than works-SGSS and Puch SGS. He still loves his TF most, but they are totally unaffordable today. The sidecar-bikes were: 1 Foto with NSU OSL and Royal-sidecar, R52 and R69 with Steib."
Since there are 62 photos I'm not going to put links on this page but instead direct you to the folder where they are stored which is right here. These are great period (1950s/1960s) photos and I'm sure you'll enjoy them as much as I have.
Here is some information on front and rear suspensionr spring color codes
Here are a couple more American Eagle/Sprite MX ads. These are the 360 and later 405.
Here are some more photos from Joep Kortekaas:
Here's another one of Bob Braverman's project bikes from Cycle Guide magazine. This one is a Van Tech-framed BSA B44 (441cc) unit single dirt bike. Thanks again to Mike Braverman for permission to reproduce his father's articles.
Here are scans of a couple of brochures. A friend gave me the Greeves 380 QUB brochure and I picked up the American Eagle 125 material at the local dealer in Albuquerque when I started getting interested in riding MX. The AE chassis was manufactured for them by Sprite in England.
Here are some more photos (and text) courtesy of Pat Jeal:
Pat sent along this information that he recalled about the RaceWaye:
The Race-Waye was basically Clive's idea to build a bike to replace the British singles. It had roughly Manx Norton geometry. The motor was really a pair of Villiers 250 singles mounted side by side in a common crankcase and watercooled. The two cranks were connected in the middle then drove forward to a countershaft which fed the primary chain down the side to the clutch. There was a lot of very clever work in it but like so many specials it took too long to develop, and was overtaken by events, in particular the TZ Yamaha twins. The large streamlining was effective in a straight line but the rider, Nigel Rollason (who had previously won the Senior Manx Grand Prix on a 351cc TR2 Yamaha) told me that, if it lifted, the flat underside held the front end up. He said he'd done most of the Mountain Mile one lap in TT practice with front wheel off the road trying to get far enough forward on the bike to get it down. I asked him if he'd considered closing the throttle but he told me "don't be so bloody silly". Probably explains why he was so much quicker than me!
I've had some questions from people about a Super Trapp mechanical baffle insert I have that was sold for 4-1 exhausts back in the 1970s/80s. Here are some photos and dimensions in case someone is curious.
Pat Jeal just sent me some photos from the early 1970s of Rudi and Dane Kurth and the Monark outfit.
DRS 125 Joep Kortekaas saw the photo I took at the Imola Mostra Scambio of a small disc valve two stroke roadracer that I wasn't able to identify. Joep very kindly provided this photo from his archives and this information: "The D in DRS stands for Peter Dürr, a German tuner and builder of 50 and 125 cc two-stroke racing motorcycles, who lived in Italy (he still might). He also tuned racing bikes for some Italian companies. This appears to be a 1972 125 cc with 25 HP at 11,500 rpm" .
Ian Drysdale (builder of the Drysdale V8) sent me these interesting photos. He tells me "the builder's name is Russell.Sutton, a Kiwi living in Australia. The motor (when finished) will displace 8 litres, it has a similar bore and a longer stroke than the XR600. I think the redline is 4,000 rpm or thereabouts, with a planetary gearbox made from a gear set out of a Caterpillar transmission, to bring it down to 2,500 rpm at the prop. Intended use is an "airboat". Its still missing crank and rods, but these are being made."
Most recent update: 11 January 2019
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