Performance Bikes (UK) - - Factory Visit -

The small team knocked out over 100 en­gines in 2016, in three spec­i­fi­ca­tions...

> Type 5.2: 26 of these en­gines were prepped and sent out. These are built to Su­per­stock rules, so aren’t tuned as such. “These are blueprinted, with ev­ery­thing mea­sured to en­sure the rods and pis­tons are per­fectly matched, and are the light­est parts we’re per­mit­ted to use.” says Boeck. “There is a tol­er­ance for pro­duc­tion dif­fer­ences, and we se­lect the light­est parts. They are hand-built for pre­ci­sion clear­ances, to give the max­i­mum from the stan­dard parts.”

> Type 6.2: These make up the lion’s share of Mo­tor­sport’s work, with 41 crated up and couri­ered to en­durance, na­tional Superbike cham­pi­onships and also road rac­ers. Hutchy, Dun­lop and our boy Rut­ter used these in 2016. They’re a Superbike-spec mo­tor, but built to be re­li­able and less costly for teams to main­tain. Boeck adds, “Bri­tain has the best spon­sor­ship in rac­ing. The rest of the world strug­gles to fund bikes, so this spec is pop­u­lar be­cause they can do 4000km with one engine be­fore it needs re­fresh­ing.”

> Type 7.2: A full, no-ex­pense-spared Superbike build. 12 were built for rac­ing, and a fur­ther eight are in cir­cu­la­tion for test­ing to keep the miles off the con­trolled engine al­lo­ca­tion in WSB. “These give a lit­tle bit ex­tra, but only have a 2500km life cy­cle. Hutchy used one at the Ul­ster GP, and TAS also switched be­tween these and the 6.2 in BSB, de­pend­ing on the cir­cuit,” Kurt says.

Ever-more re­stric­tive rules in pro­duc­tion­based rac­ing mean much of the engine has to re­main stan­dard, but there’s still enough scope within the rules for teams to tai­lor their builds, though the race shop takes ad­van­tage of the pro­duc­tion spe­cial­ists to make the best of the cheap, plen­ti­ful parts where they can. The ex­haust valve re­tain­ers, for ex­am­ple, are stan­dard, but it was de­ter­mined there is a safe amount of ma­te­rial that can be re­moved to help re­duce high rpm valve float with­out com­pro­mis­ing the engine ser­vice life.

There are two gear­box choices: Stan­dard, and a sec­ond set pri­mar­ily in­tended for WSB, with the usual tall first and shorter, closer ra­tios from sec­ond up­wards. “Road rac­ers don’t usu­ally use those, as they need the tall stan­dard ra­tios and the short first for tight cor­ners,” says Boeck. The WSB gear­box is made by the same com­pany as the road­bike – we’re happy with the qual­ity, so there is no need to change, and it’s eas­ier deal­ing with one sup­plier. But teams can choose their own – the RAF BSB team have a good re­la­tion­ship with Nova, so they sup­ply and fit those.”

Stan­dard clutches are gen­er­ally used – some teams opt for their own pref­er­ence, but a kit of plates and parts from a BMW dealer

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