CBX Racing

[Warwick Biggs]

130 lbs is around 60kgs. When I was racing the Lump I tried within reason to keep my weight below 82kgs and imo Steve, a weight difference of 20 kgs or so is neither here nor there when you are riding a heavyweight bike that weighs over 220 kgs with oil and fuel. I recall racing 100 kg riders who were quicker than me on the day, too. Light weight helps but only at the extreme margins.

I could ditch my starter motor and the agm battery and lose 20 kgs easily but it would not make me much quicker. Perhaps when I was in my 20's and I enjoyed controlling slides and getting 'into the zone', as they say. But that was then and Declan can ride rings around me today. It is a sad fact that as we age from our late teens we lose physical condition. Hopefully, we make up for that in wisdom and caution so that we can continue to age. That is not something you generally think about a lot under the age of 30 in my experience.

These days I'm just happy to be out riding and do not feel that at age 72 I personally have much left to prove. At 20 you still have everything to prove and that is one reason I prefer the historics to the moderns. The riders tend to be more mature and relaxed. Mind you, I love all the mod cons like quick shifters, slipper clutches and traction control but the historics are more my scene these days. Crikey! I still think of the CBX as a 'modern' bike because it doesn't seem so long ago when it originally hit the road.

[daves79x]

Well said!

Dave

[Warwick Biggs]

This is the time of year when many people seem to find cause to question tradition like some aspects of xmas, for example.

For my part my falling off on loose gravel on a new bits of track is something that regrettably, I have now done on the last 2 re-surfacing occasions. First time a few years ago on my VFR400; second time yesterday on the Vitpilen while chasing a fast rider on a Ninja and on an identical line. His back tyre twitched at the apex of the corner but my front Pirelli slick washed out on me entirely at a speed I have previously managed countless times. It maybe had done too many heat cycles as the dimples were still showing but oddly, it was not feathering, so who knows? I will replace both Pirellis anyway. I ended up with a tiny cut on my little finger altho' the 701 was a little more worse for wear after describing a large crash signature in front of the grandstand.

Not a good start to the w/e and then the Lump decided to throw a fruity and was reluctant to start altho' we did get out for a few tentative sessions. after throwing the 701 down the track. The cause was quickly identified as the starter solenoid and I always carry a spare that I planned to fit this morning for our second track day but for some strange reason it started first pop and subsequently without any fuss and so we managed some full sessions. The Lump continues to be rather temperamental and I was fairly careful on the new sections of track that I had good reason to mistrust. I definitely did not want to wreck that lovely CB1100R alloy tank and anyway the mercury was getting into the 30's heading for the 40's so we packed up and headed back to the coast.

I have to say tho' that the Lump felt like what I imagine a Sherman tank feels like after stepping out of a gocart (after riding the 130kg Husqvarna). Everything was so heavy and every action had to be so aggresively positive, using my body weight to move it around. It has me thinking that at my advanced age I should stop being such a rugged individualist and follow all my P5 Historics competitors by ditching 30 kilos of on-board starter and dual batteries weight, by using an external roller starter. A lightweight lithium battery can easily power the 3 total loss coils if I don't ask it to start the bike as well. I now have some thinking to do because I have retired from racing, or at least riding in races. I have also acquired a boat and have over 80 kilometres of navigable wild river to explore over the approaching hotter months... It has a Suzuki engine; I just hope the Lump doesn't again throw a fruity in response now that they are cohabiting in the same shed.

[Syscrush]

This is the time of year when many people seem to find cause to question tradition like some aspects of xmas, for example.

It's not really on topic, but IMO we should always be questioning every tradition. If nobody ever did that, we'd still be hunter-gatherers without agriculture, medicine, law, or cool 6-cylinder bikes.

[Warwick Biggs]

Some traditions might also be described as bad habits (eg; over indulgence at Xmas) but doubt and uncertainty seem to be unavoidable as we search for absolutes in life, not least in racing (death and taxes notwithstanding). I cannot be certain what caused the crash.

I have pulled the broken bits off the 701. Screen and nose fairing U/S, Akropovic muffler U/S, pegs and risers U/S. I will also definitely replace the front tyre. Altho it still has good dimple depth there are a couple of cuts or tears in the side in the spot where it visibly slid out from under me. I checked the pressure and it is still showing a smidgin under 30 psi cold and I had set it around 30 psi hot at the track so, no real change there. So, incorrect tyre pressure can be ruled out.

However, I really need to keep better records of not only when I fit the tyres but also how many heat cycles (equivalent to track days). Pirelli say 8 heat cycles are OK but better advice is no more than 6. On a Superbike fresh tyres are essential every day! So, if you do a few track days and you don't get to ride very much or at all, that still has to be recorded as a heat cycle even tho' the tyres may not appear to be worn. You could in theory go to the track half a dozen times and never ride the bike but still have to throw away the tyres. Wasteful sport, eh?

One thing I will never do again is ride on a track that hasn't had a bit of rubber laid down after re-surfacing. At least 2 track days or more. It is bad enuf' having the occasional crash but crashing every time you go out is just ridiculous, not to mention expensive and painful. A very bad habit, indeed!

[Warwick Biggs]

A short update on the film: my cameraman is busy during our next January ride day so, the earliest date is 22/02/25. In between we have a lot of activity with club coaching days that are not really compatible with an historic bike. Most, if not all attendees are on modern Superbikes and even Supersport machines seem to be in decline. Anyhow, I have witnessed the consequences of mixing moderns with historics and it is not pretty. At least with a club ride day we have better control over managing speed and tech discrepancies.

As for the track, it seems to be stabilising. We just had 3 days of racing with the SA Historic Championships and while there were reports of crashes and slides on the Friday practice it seems that by the time of the feature races on the Sunday and after a fair bit of sweeping, the surface was much improved and lap times were good.

Moto Guzzi enthusiasts might be interested to hear that the famous Dr John Guzzi has been imported from the States and was ridden to a PB and after it's 3 class races, another points podium by it's ecstatic new local owner in Period 6 Unlimited, behind an early GSXR1100.

[Warwick Biggs]

And another thing... How is this for a xmas story. I was given a contact in the Mount, reputed to be an excellent stainless welder with an affection for bikes. I was given a mud map of the general industrial area where he works. No name, no pack drill just the acronym, "Metho". No surname, street number or telephone (much less email or other contact). Didn't sound too hopeful at all.

I had to go into town on boxing day so I put the stainless exhaust pipe with the broken mounting bracket cable tied in the correct position in the car on the off chance. I did my business then cruised over to the general location and of course everything was locked up except a nondescript shed with a large cabin cruiser on a trailer in the doorway. So, I was about to enquire in there when 2 guys walked out talking. Rather uncertainly I stated my business that I was looking for a welder called "Metho". "Your looking at him" came the reply from a rotund hirsuite fellow. I told him my business, showed him the broken pipe and he inspected it. "Yep, OK, Thursday?" 2 days time at xmas? I could not believe my luck.

So today I went in to pick it up after receiving an email (yes, he was in the 21st century, afterall) saying it was ready. And it was a fine job too but his previous taciturnity was replaced with an amazing loquacity as his various bike affairs and life history and medical dramas all tumbled out. Now I come to the point of my story. Why he alone was working at this time of year. All his mates were down at Port Mac and somebody had won a keg in a xmas raffle. They would be well into it by now. He would knock off and be back in time to have a few beers without getting legless and upsetting his partner. In reality he was using work to escape the forced seasonal Bachanalia of his mates without offending them. Now, that I believe is a story of our times.

[Warwick Biggs]

We rebuilt the 701 again and were back at the track to assess both bike and track over the weekend with the CBX film still firmly in mind. However, I will not risk the Lump on a doubtful track surface after re-surfacing and my last crash on loose gravel. The result is that the track is still spitting up small stones, most obvious when following another rider as you get peppered, not badly but still not perfect. The contractor sent out their assessor to have a look and his advice was 'it is normal, just keep rolling and sweeping until the top layer has shed and the substrate is stable. It is definitely improving and apart from the very fine gravel peppering, nobody complained of traction issues despite some very fast times being posted.

Conclusion: racetrack maintenance requires commitment and patience and should not be rushed. Consequence: we can start planning for filming in February or more likely March. In the meantime, I have to prepare the bike and am also continuing in my efforts to generate better feel in the 701 front end with a 20mm longer Nitron R3 shock. KTM's and Husqy's suffer from residual dirt bike personality disorder that requires major therapy for the track.

[Warwick Biggs]

Check this out:-

https://amcn.com.au/editorial/irving-vi ... hooligans/

I raced against this Vincent in the National Championship on the Lump. It was fresh back from winning Daytona. Look back thru' this blog for the result (it won). 180 rwhp in a faux historic race bike. I think it belongs in the USA. In fact, it can stay there as far as I'm concerned! But I'm just a bad loser.

[Syscrush]

Thanks for sharing.

I hear you about the massive budget "historic" bikes hiding modern tech and outrageous power behind classic looks - I can see how it would be frustrating as a competitor.

As a spectator with no skin in this game, I have to say that I love seeing a Vincent tearing up the track. When it comes to style, that V-twin is the only engine worthy of being mentioned in the same breath as the CBX's I6.

I'm glad to hear that the filming project is still on - listen to your gut about when it makes sense to get back out on the track.

[Warwick Biggs]

Apart from the fact that no part of that 'Vincent' was ever made by Vincent, it is running fuel injection - allegedly mechanical but high tech, and hardly historic, nevertheless. Putting out over 180rwhp it easily blows away genuine historic bikes, not that spectators will care. It has the Vincent name and 'the look'. Who cares if it is a genuine historic bike?

Now, in an effort to increase grid numbers in historics the 'powers that be' have come up with the "Unchained class". This consists of up to 1300 P5 bikes like the CBX (actually 1165cc) competing with unlimited P6 and P7 bikes such as early Fireblades (on the basis that performance is "similar") and modern "thunderbikes", (whatever that is but probably) Ducatis KTM's and the like. In other words, thoroughly modern bikes.

Of course, modern bikes are pushing all sorts of boundaries with tightening emissions laws and superbikes now cost superdollars to make over 200hp so there is a whole new slew of mid range sports bikes that in theory have similar outright performance to the P5 historics. I say, in theory because riding an historic air cooled racer with north of 120 hp but with no weight in the crank, no slipper clutch or fancy electronics is entirely different to riding a modern liquid cooled bike with clever electronics, radial brakes, slipper clutch, quick shifter and lean sensitive traction control.

It makes me wonder if the people coming up with these ideas (the marketing department) have ever ridden an older bike. I'm guessing they are spotty millennials for whom history is nothing older than their first car. I guess I'm showing my age just by being able to recall what a real Vincent was like when they were still actually being raced. In fact, some still are being raced in historics and they are lucky if they have much more than 60 hp, much less 180. That bike is not historic in any sense of the word!

[Warwick Biggs]

There's a bad moon rising in Oz and I'm not just talking realpolitik this time. Our Road Race Commissioners who make our race rules have decreed that henceforth all bikes and outfits must run bellypans. Rather than looking at the rules that allow ridiculously low life engine tuning and while admitting in their minutes that bellypans are not particularly effective.

Most modern rules these days incorporate performance standards that encourage good engineering and innovation. Start with the object and purpose of the rule and see if there is another way of meeting it or exceeding it. Common sense really. Unfortunately, it seems to be lacking amongst our motorcycle racing officialdom who are wedded to rigid rote enforcement.

To fit a belly pan to the CBX will first off destroy the look of that mighty unframed motor and the look was originally at the heart of silhouette historic road racing. Second, the only way to accommodate a pan with a mandatory 6.5 litre capacity (with my extended sump and bigger oil cooler) is to remove the extended sump and reduce oil capacity. Perhaps the extended oil capacity actually reduced the likelihood of a blow up and oil on the track in the first place? As does the additional plumbing and condenser to reduce crankcase pressure, the stronger H pattern Chromoly rods, forged pistons and sensible level of tuning. But none of that matters to our commissioners. Sadly, this tokenistic rule is yet another nail in the coffin of historic racing in Oz. I fear this one goes to the heart.

Nearly all Period 4 and 5 race bikes are based upon road bikes of the period and because of the rule that allows 180 section slicks we have witnessed a horsepower war that is seeing outputs approaching 200 hp from air cooled motors. Might this have something to do with engines blowing up and spreading oil everywhere and if so, maybe tackling the cause would be more sensible than sticking a nappy on them? Argh, but that might eat into the revenue of all the associated tuning businesses that support bike racing?

All these air-cooled bikes have been lifted to the max with their chains running on sliders on the swingarm due to shock absorber length increases. There is simply no safe way to fit a bellypan on many of these bikes, particularly the multis without sacrificing ground clearance and adversely affecting safety.

So, sad to say, this will be the end of many multi cylinder historic race bikes. I had just purchased a remote starter and was looking at a straightforward 50kg weight reduction of the CBX and with a younger rider but my club has only been given a year to enforce the new rule. A bad moon, indeed.

[Warwick Biggs]

I am pleased to report that sanity has prevailed, and the nappy rule will be restricted to P6 and P7's and outfits. I don't know whether it was my formal plea (and implied threat) that did it but I do know there are quite a few relieved historic racers out there and our race secretary can go back to sleeping at night. This admin mess blew up just a few weeks b4 one of our big historic races - The Classic Master of Mac Park, in just a few weeks' time, so there was sheer panic.

First the 'powers that be' conceded that they would not enforce the rule this year and would leave it to the discretion of the race organisers but that it would be mandatory in 2026. Then they threw in the towel altogether and excluded from the rule all historic periods b4 P6. Of course, bellypans are useless if the bike goes down and I think it was a case of the blind leading the blind. The UK and US run a similar silly regime in historics so the fashionistas figured we should too. Well-designed crankcase breather systems, sealed condenser catch bottles and sensible tuning are far more effective at reducing oily disasters. Anyhow normal transmission has now been resumed and hopefully, the administrators have learnt something.

The other news is that we can start the Lump on its diet and below is a pic of a shiny new remote starter. In the past I figured the convenience of the onboard starter was worth the weight penalty particularly if you stalled but I will simply dial up the idle a bit to reduce that risk, just like all my competitors. This means I can ditch the electric starter and the heavy lead acid battery and that instantly sheds about 20 kilograms dropping the bike weight to under 200kgs. I will go back to a single 30ah Lithium battery to run the coils.

I have organised one of our younger 300 SS competitors Gordon H to test the Lump, probably in March. If he can come to grips with it I am aiming for the National Historic titles probably at Broadford later in the year. I weigh around 95kgs in all my gear whereas he weighs 75 so there is another 20kgs making a quick total loss of 40 kgs. If I can find a lightweight magnesium or carbon rear wheel that will be another 20 kgs and that would have the bike alone down to around 175-180 kgs, where it should be.

Gordon is an engineer, and he has a dyno so we might be able to improve the power a bit too. I have never really played around with the digital ignition so I think there are probably gains to be had there. Anyhow, the take home from all this is that the Lump lives on even if it's geriatric owner is no longer actually in the saddle.

[Warwick Biggs]

Of course, just because I've retired from racing myself does not mean that I have retired from racing altogether. i will still be preparing and continuing to develop the Lump.

And despite my recent run of 'offs' I will still be cutting regular trackdays whenever I can. I have rebuilt the 701 (below) and am working on restoring some feel to the front end. Here is a pic of Gordon on his 300SS with me on the 701 giving him a 'hurry up' or maybe he has just passed me, I can't remember. I know he is quicker than me though!

[Warwick Biggs]

This w/e we are at the track testing with Gordon in the saddle of the Lump. I haven't taken any weight out of it yet as I figure that for the first test on an ordinary track day with moderns, he is better off retaining the onboard starter. The purpose is to see whether he can gel with a relatively heavy historic superbike after coming off a highly tuned 300SS lightweight.

If he can, then we will start the diet. As well as easily dispatching the heavy battery and starter (+20kg), installing a second fuel tap on the rhs of the alloy fuel tank will allow us to cut down on 5-10kgs of excess fuel as well and then subtract another 20 kgs with his lighter frame and without having done much at all, we have gained the equivalent of 25 hp. But first he has to work out if he can ride it and then, if he can ride it fast because it only really works when you have it percolating. Ride it too slowly or tentatively and it feels like a bit of a tank.

If Gordon can match my best times in the mid 20's I will be happy but HE has to be comfortable doing it. Unfortunately, there will be no filming this w/e because my camera person Angus has a conflicting paying job elsewhere, after a mix up with dates. It will happen, if I have to Shanghai him!

Unfortunately, I also have another fairly serious contre temp with our sport governing body, Motorcycle Australia after my refusal to scrutineer children as young as 6 years old racing. The trouble imo is the commercial tie ups that promote a junior series involving young children racing closely at fairly high speeds on 150's. If one falls there is a high chance of being run over with potentially serious injuries. The law in Oz does not permit parents to waive the rights of their children and our insurance is based upon such waivers, putting aside the moral issues. The children themselves of course think they are bullet proof and have very blase attitudes to crashes and injuries after watching their MotoGP heroes crashing regularly on TV.

As a result, I will no longer be officiating. I have to acknowledge that many younger people have quite different views about the potential dangers, irrespective of what the law might say but at least I will not feel responsible when the inevitable occurs.

Here is another pic of the CBX ready to go.