Editorial Note: This article is the cover story in the March 2023 issue of Roadracing World & Motorcycle Technology magazine, which is on newsstands and available in its digital format now.

MOTOAMERICA RACEBIKE TEST

TYLER O’HARA’S INDIAN CHALLENGER BAGGER

HEAVY INTENSITY!

By Chris Ulrich

It took less than two seasons for Bagger racing to go from an exhibition to full-factory-­racing insanity. That madness is being fueled by a fierce rivalry between Harley-Davidson and Indian that started generations ago, lay dormant for decades, and has been reborn, first in dirt track and now spilling onto the paved road courses of the MotoAmerica Superbike Series in a big way. In this case, “fierce rivalry” isn’t really strong enough to describe what has turned into an all-out battle for dominance in the Mission Foods King Of The Baggers and the RSD Super Hooligan National Championships, and things are only going to get more intense now that the Harley-Davidson Pan America model has been allowed in the Super Hooligan Series.

The war has powered development leading to a seven-second lap time improvement from the first Bagger exhibition race at Laguna Seca in 2020 to Laguna Seca in 2022. Some of the improvement came from switching to Dunlop slick tires, but most of it came from technical development. The fastest lap from the 2021 KOTB race at Laguna was a 1:31.9 set by Kyle Wyman on a Harley-Davidson. Wyman improved another 2.5 seconds in 2022, turning a 1:29.4 during the 2022 race. Imagine turning a sub-1:30 lap time around Laguna Seca on a Bagger! These bikes are legitimate weapons and the guys are riding them hard. It’s great to watch. And it’s only going to get better with both factories fully involved.

Rivalry aside, Indian is using racing to reinforce its high-performance credentials in the marketplace. In 2017, Indian launched the FTR, a dirt-track-inspired 1,200cc streetbike, and used AFT Flat Track racing to promote the new motorcycle. Indian also launched various promotions, including hiring Travis Pastrana to recreate Evil Knievel’s big jumps. And the inception of Roland Sands’ Super Hooligan Racing Series was spawned from Indian’s effort to be relevant in a space that was historically dominated by Harley-Davidson. Since all this started Indian and racing contractor S&S have won six AFT Championships, essentially making the factory Harley-Davidson effort non-competitive. More recently, in 2023, Indian won the AFT SuperTwins Championship with Jared Mees along with the MotoAmerica KOTB and SHNC Championships with Tyler O’Hara. All that success on the racetrack has turned a once-defunct brand Polaris, purchased and revived in 2011, to the marketplace powerhouse in 12 years. And just like that, owning an Indian is cool again.

I’ve written it before, but it’s worth repeating:  Win on Sunday, Sell on Monday is still alive and well. Otherwise, these two big American companies would not be spending money on racing and working hard to use racing success to market motor­cycles.

Direct factory involvement from Indian and Harley in the KOTB series has created additional well-paid jobs in the paddock, with some rider salaries matching the per-race amount paid by Superbike teams. Factory bonus programs for KOTB are also well above even the factory Yamaha bonuses, while posted contingency matches what is available from most sportbike manufacturers in other classes. The global effect the KOTB series has had on the paddock is also positive; the class has brought in a new demographic of fans, who spend their money on tickets and merchandise and, in a lot of cases, have become fans of Superbike and Supersport classes after being exposed to the racing. They come for the Baggers, and stay for the Superbikes. Love them or hate them, the economics of Bagger racing are good for professional motorcycle racing in the United States. And it’s damn entertaining to watch.

Indian representatives tout their racing activities as being a David vs. Goliath situation with H-D shipping six-times more motorcycles than Indian per year. But the racing programs are more similar than they think, at least in 2022. Most of the Indian and S&S crew members also must perform their regular day job duties on top of at-track racing activities, and the situation is the same for the H-D staffers on the Screamin’ Eagle program. And like Harley-Davidson’s team, the Indian team is passionate about racing, winning, and mainly beating the other guys!

The path to the 2022 King Of The Baggers Championship for Tyler O’Hara was not easy, but of the front-runners, he was the most consistent during the seven-round series. The season started well for O’Hara with a win in the opening race at Daytona, followed up with a second-place finish in Race 2. He stayed consistent for the remaining rounds, never finishing worse than fourth, and finally clinching the Championship in the rain-soaked finale at New Jersey Motorsports Park. In total, Indian riders O’Hara, Jeremy McWilliams, and Bobby Fong won three points-paying races during the 2022 season. The Indian crew also limited costly mistakes like those made by the Harley-Davidson team, the worst example being oiling the racetrack twice due to mechanical problems and getting Kyle Wyman disqualified at Brainerd.

Baggers are extreme bikes with extreme dimensions and the Indian is no exception. From the outside, the S&S Indian Challenger build looks to be more practical than the Harley-Davidson package. It could also be that the base design needs less modification to bring it up to race spec.

Indian relies on S&S to build its factory Indian Challenger racebike, which weighs roughly 630 pounds before adding fuel. It has a 65.5-inch (1,663mm) wheelbase, 23.5 degrees of rake, and 114mm (4.5 inches) of trail, making the Challenger’s chassis dimensions close to the Harley-Davidson Road Glide’s numbers. Per Moto­America KOTB rules, the main frame, the OEM front fairing shape, and the core engine must be retained. No external bracing can be added to the aluminum-alloy, backbone-design frame, but the rest of the chassis components can be replaced or modified.

As is the case with all Baggers, gaining cornering ground clearance is one the biggest challenges builders face. On the Indian, S&S modified the left-side engine cover, moving the clutch actuation arm from the bottom to the top of the case cover and adding a taper. A host of other S&S parts were used to bring the Challenger up to race spec. The stock triple clamps are replaced with adjustable aluminum triple clamps, with revised offset.

To get the front ride height needed to gain cornering clearance, the standard front forks were replaced by long-travel Öhlins FG8603 model forks that are original fitment on a Ducati Multistrada. Rear suspension is handled by an Öhlins TTX36 single shock. S&S also designed and built the rear-set controls, clip-on handlebars, front fairing bracket, axles, and rear brake hanger, which carries a thumb-operated dual-piston Hayes brake caliper. Dual 320mm (12.6-inch) rotors combined with four-piston Brembo calipers with 100mm spacing and a combination of 32mm/36mm pistons handle the braking duties at the front.

The final drive system for the Indian PowerPlus engine is located on the right side. For racing, S&S converted the OEM belt drive to chain drive, which required the addition of a chain tensioner due to the location of the countershaft sprocket relative to the swingarm pivot position. Bracing has been welded to the underside of the standard cast-aluminum swingarm. As ridden, the rear axle was pushed forward, putting the effective swingarm length at around 20-inches (508mm), which is very short compared to most modern sportbikes. Overall wheelbase is 65.5 inches (1,663mm), which is long compared to current sportbikes. The 2022-spec racebike used OZ aluminum wheels at the end of the season. For 2023 the team is going with specially-built PVM wheels to help eliminate wheel flex caused by the massive weight of the Bagger.

O’Hara’s Challenger is powered by Indian’s liquid-cooled 60-degree V-Twin PowerPlus engine. S&S Cycle had to push the limit of the 112 cubic-inch (1,833.3cc) PowerPlus engine to match the power output of the H-D Milwaukee-Eight’s 131 cubic-inch (2,152cc) engine. In doing so, the lifespan of the engine dropped to one race weekend: The S&S and Indian team had to swap engines mid-weekend at every event to avoid issues. Do the math, and that’s 14 engines for two riders over a seven-race series, not including testing. (The new 7,700 rpm rev limit imposed by MotoAmerica for 2023 should help durability. S&S reps say the rev limit was higher in 2022, but the bike we tested had the new limit implemented.)

There is no replacement for displacement, which is why the PowerPlus engine’s bore was increased 2mm from 108mm to 110mm, bringing the displacement up to that 112 cubic inches. Stock pistons were replaced with 2mm oversize CP units. Additional performance increases came from custom-ground S&S camshafts and CNC-ported heads. The stock rockers were replaced with billet units manufactured by S&S. The main bearings were also pinned in place for improved durability.

The standard dual, 52mm ride-by-wire throttle bodies were located where a frame rail restricted air flow to the engine, so they were replaced with a relocated, 78mm single throttle body made for a car, and it came from a V6 Dodge Charger. S&S designed and 3D-printed a new intake manifold and runner to fit the throttle body. Spent gasses flow out from the exhaust ports into an S&S-built stainless steel exhaust system.

Electronics are limited, but Indian gained an allowance from Moto­America to run a MaxxECU Sport unit. The Maxx brand is better known for car applications than motorcycle use, but is fine in this case given the fact that no rider aids are allowed in the KOTB class. The racing-spec Indian Challenger comes with a quick-shifter and auto-blip function. An AIM DL2 data logging display replaces the stock dash.

Riding Tyler O’Hara’s Indian Challenger

I was standing in the pits buzzing from an adrenaline spike after my five laps around Chuckwalla Valley Raceway on Tyler O’Hara’s Bagger. My opening lap was awkward, but my second lap was better. I was getting comfortable on the bike by lap three, lap four was faster, and I improved three more seconds on lap five, then ignored the checkered flag to finish the lap I was on. The lap timer went 2:08, 2:05, 2:05 (in traffic), 2:03, and at the end I turned a 2:00.9. Which frankly isn’t impressive at all, but considering my lack of experience and time available on what is a very unique motorcycle I was fine with it.

What surprised me was the level of concentration it took to get to that point—and how wound up I was getting off the bike! The Challenger was exciting and I wanted another go at it. I haven’t felt that way about a motor­cycle since I stopped racing Superbikes in 2016!

The ergonomics on the Challenger felt more natural to me than they did on Kyle Wyman’s Harley-Davidson when I rode it at Inde Motorsports Park for the March 2022 cover story. The reach and angle of the bars feel more like a sportbike’s. The seat -to-peg distance is relaxed and the overall height is shorter, so it was easier to get my feet on the ground. And it felt more natural to ride since it wasn’t so high.

The intensity comes partially from the unknown and learning how to ride a bike that is unique to the category. But the rest comes from the massive amount of chassis-generated movement on both ends of the motorcycle. The Challenger starts to move during braking while still straight up and down. The forks compress quickly, which causes the bike to wallow before turning in. And the relatively steep steering angle made it feel like I was over the top of the front end. However, the long wheelbase helped mitigate the forces. It doesn’t take an excessive amount of effort to roll the Indian into the corner, likely because it has a high center of gravity. But the movement really never stops.

At the apex, the front wheel feels like it’s under the bike and the tire is trying to fold (tuck) but again, a relatively high trail number and long wheelbase saves the day. I definitely tried to get off the brakes and back on the gas as early as possible. Usually, a bike would lack feel in this situation, but Challenger gave plenty of feedback at full lean.

The Challenger’s handling on corner exit is unique. The first thing I noticed was a lack of rigidity at the center of the motorcycle. This is no doubt caused by turning a bike that started life as a huge streetbike into a racebike. The main frame definitely isn’t designed for racing. That’s a fact of life, but the movement is not all bad as it provides plenty of feedback. Flex is part of the game with Baggers.

However, the Challenger does behave differently at corner exit depending on the direction you’re turning. When I was in a right turn, the rear would move, then the chain tensioner would take out slack and cause the rear to slide. The step-out-and-slide reaction would change depending on the throttle position and amount of lean angle. But it was consistent: Add throttle, change chain slack, step out, slide, repeat. Once stood up, the bike would start to behave normally.

Going left, the bike was easier to turn in and get to the apex and behaved more normally on corner exit. I could crack the throttle, set it, then roll it on and the rear would dig in and then drive forward normally. The bike did have a tendency to stand up too early on the lefts. This behavior was so strange! I think it comes down to the manual chain tensioner on the right-side drive needed more development. Probably a spring change to make the action more consistent.

While the chassis is different, the engine is great. It produces smooth, tractable power from 3,000 rpm to 7,700 rpm. The rev limiter comes on pretty quickly in some situations, so I suspect the team has to compromise on gearing at some tracks. The transmission performance is very good on the Indian. The throw between gears is short, so I didn’t have to worry about being deliberate with my downshifts. And having a quick-shifter was really nice. I tried the auto-blip on an early lap but wasn’t impressed, so I ended up going old-school and manually down-shifting.

How does it compare to the Harley-Davidson? I’ve only ridden one other Bagger on the racetrack, that being Kyle Wyman’s 2021 King Of The Bagger Championship-winning Harley-Davidson Road Glide. So, my frame of reference is small, but there are very distinct differences in the fundamental chassis design of the bikes that make the Indian more natural and enjoyable to ride. For example, the overall height on the Harley-­Davidson makes it unwieldy, but it doesn’t pitch so it remains stable. The Harley-­Davidson’s stepped triple-clamp design puts the front wheel pretty far out from the rider, so while it sticks, it lacks connection and feel. And the Harley-Davidson Milwaukee-Eight 131 transmission is pretty bad. The mental energy required for those guys to not miss shifts is probably worth half-a-second a lap. A quick-shifter would be nice, too. But in the end the Harley-­Davidson and the Indian turn similar lap times, so it’s obvious there is more than one way to do things.

Having ridden both bikes, if I was pressed to choose between them I’d pick the Indian as it just feels more natural to me.

I was still buzzing for hours after my five laps around Chuckwalla on the Indian Challenger. The Baggers are impressive on the engineering side, especially seeing how much they have improved in a couple of race seasons. But while the bike is interesting, I’m more impressed with the guys riding the bike. My experience got more and more intense as I picked up the pace, mirroring what O’Hara’s teammate Jeremy McWilliams told me afterwards. It allowed me to understand how much concentration and intensity it takes to ride and race these bikes at the speeds these guys are going. They’re racing heroes.

And that’s what a race series needs: Rivals and heroes. All racing is entertainment, and Baggers are very entertaining to ride and watch!

Editorial Note: This article originally appeared in the March 2022 issue of Roadracing World & Motorcycle Technology magazine.

Kyle Wyman’s Harley-Davidson Road Glide 131R Bagger

When Hogs Fly

By Chris Ulrich

Racing Is Entertainment

A bagger and a racetrack are not two things that really seem to go together with a positive outcome. Or at least not until 2020, when MotoAmerica hosted the King Of The Baggers invitational exhibition race at WeatherTech Raceway Laguna Seca. Purists scoffed at the concept and MotoAmerica took a lot of heat, but they pulled it off, gaining a massive amount of exposure and more importantly, attracting a new audience to the sport of road racing. Even Superbike mechanics came out to the pit wall to watch the race, and none of the bikes oiled the track.

That wildly successful first event led to King Of The Baggers (KOTB) races being included in three rounds during the 2021 MotoAmerica season, and all three of those races were aired on FOX Sports TV. The rival Bagger Racing League held two events, and Baggers are starting to gain traction at the club level, too, with forward thinking club racing organizations, like the California Racing Association (CRA), adding a class for baggers, giving riders an opportunity to test and race outside of the major sanctioned events.

My first on-track experience with a bagger wasn’t riding, but following, when I was asked by MotoAmerica to shoot some onboard footage at Laguna Seca (from my Suzuki GSX-R1000R 2-Seat Superbike) following Ben Bostrom on a Feuling Parts Harley-Davidson Road Glide. Bostrom was on the gas from pit out, despite the Big Twin bucking and wobbling all over the racetrack. He was faster than I expected and it was impressive to watch. Big movement while pushing the limits at speed on the racetrack is part of the game when you take a bike that was originally designed to cruise down the highway or meander through the canyons. That’s right, meander.

While Harley-Davidson didn’t have an official team in the exhibition races, the brand obviously saw value in going racing and established a link between new model development, the Screamin’ Eagle Performance department, and racing in the KOTB series, which allowed the group to justify going racing. But there was a caveat for 2021: All members of the racing team had to continue to do their day jobs at Harley-Davidson, meaning anyone participating the KOTB program would be volunteering on their own time. Like most racing projects, it was part marketing, part engineering, and all fueled by passion.

Helping justify the racing program was the fact that there has been a shift in the market, with more riders wanting a more functional street motorcycle combining higher performance with the traditional bagger look and feel. Going racing allows Harley-Davidson’s Screamin’ Eagle Performance parts and accessory department to develop parts in racing and use the on-track success to reinforce the motor company’s high-performance credentials in the bagger arena. To Harley-Davidson’s credit, new 2022 models carry styling cues and upgrades from the 2021 KOTB racebikes. Win on Sunday, sell on Monday still works when applied correctly.

Zero To Racing In Four Months

Harley-Davidson’s new official KOTB program kicked off in January 2021, with the first race scheduled at Road Atlanta in April. A ton of work had to be done to get the bikes on track in such a short amount of time. The group chose Superbike race team owner/rider Kyle Wyman as the lead rider for the project with his brother, Travis, filling a second spot on the team starting at the second round.

In 2021, Kyle won the KOTB Championship, taking wins at Road America and Laguna Seca. Travis finished fifth overall with a best finish of third. It’s clear Harley-Davidson showed up to win.

Top Secret Tech Details

Wyman’s 2021 Championship-winning Harley-Davidson Road Glide 131R is heavily modified for KOTB racing. Given the rivalry between Indian and Harley-Davidson, engineers were reluctant to give away very many details of their winning weapon.

Everything is big on this bagger racebike from the massive air-cooled engine to the 65-inch wheelbase and 631-pound race weight. The dimensions of the motorcycle are extreme.

Electronics are limited, so the baggers must run the stock ECU and are not allowed to use data acquisition during race events. For testing, Harley-Davidson engineers run data through an AIM MXS 1.2 data logger dash. That means most of the performance modifications are old school, i.e. mechanical. But just looking at the parts used and engineering time required, I’d estimate the build cost for a top-line bagger to be between $150,000 and $200,000 without including the cost of the stock bike.

At the heart of the Road Glide is an air-cooled 45-degree V-Twin Milwaukee-Eight 131R engine. HD engineers used an upgraded version of the Screamin’ Eagle 131 cubic inch (2,151cc) crate engine offered as an aftermarket replacement engine for the road. Upgraded camshafts are used and the shape of the piston dome has been changed to increase compression, and higher flow injectors are added to improve performance. The end result is an engine that Harley-Davidson claims puts out around 150 bhp and over 150 lbs.-ft. of torque at the rear wheel. Heat dissipation is the limiting factor for the Milwaukee-Eight engine, so engineers added larger fins to the cylinder heads and put the horn housing back onto the bike to push more air to the rear cylinder. A large oil cooler is fitted in the opening in the carbon-fiber front fairing; engineers pay close attention to the oil temperature to balance heat dissipation without having to increase oil viscosity, which reduces power output. On the racetrack the engine averages 6,000 rpm with redline set between 6,600 and 6,800 rpm, well above the stock rev limit.

On the chassis side, the big challenge is to create enough cornering clearance and still get the bike to go around the racetrack. There are some challenges to converting a bagger that comes with floor boards into a racetrack-capable machine with footpegs. There is no way to mount rearsets on the frame, so the billet primary drive and transmission covers are machined with peg mounts. The peg to ground height is 18.8 inches (480 mm) and the seat height is 36.6 inches (930mm), which is roughly four inches higher than an average sportbike. The peg-to-seat distance is 17.7 inches (450mm), which is a bit cramped for me. For better race ergonomics, the set-back stock handlebars have been replaced by a one-piece motocross/flatrack style bar. A large pommel was also added to the rear of the fuel tank so the riders can actually hang off, and the unit used on the bike I rode was version 4.0.

The KOTB race spec Road Glide must use the stock mild-steel, backbone-style frame, but the rest of the chassis is wide open. The rake is stock, sitting around 25.5 degrees, but the trail is around 160mm, which is close to the stock trail on the stock Road Glide, but very extreme compared to a sportbike. The stock triple clamps were replaced with custom made, fully adjustable units. Like the stock bike, the fork mounts on the triple clamps are also offset (pushed out forward) from the steering stem, which increases the wheelbase and trail numbers. The conventional forks have been replaced by inverted 43mm Öhlins FGR 250 racing front forks. At the rear there is a set of Öhlins-built Screamin’ Eagle Shocks. The custom swingarm is machined from a 400-pound piece of billet aluminum down to the 18-pound unit used on the racebike. The swingarm mounts directly to the engine using rubber bushings, so there is a bit of movement when leaned over. Wheelbase on the bike tested was 65-inches (1651mm).

Stopping the Bagger is a set of radial-mount Accossato racing mono-bloc calipers with 34mm titanium pistons combined with a Brembo RCS master cylinder. The big bagger uses a set of 300mm front brake rotors, which is on the small side for such a heavy bike. Harley-Davison plans to upgrade the brake system to use Brembo mono-bloc calipers combined with a set of 330mm front rotors.

At the rear, Harley-Davidson engineers used another 34mm piston radial-mount front caliper with a 300mm single disc. Wyman, a former dirt tracker, relies on the rear brake to get the Bagger to rotate around the middle of the corner. The Road Glide rolls around on 17-inch Core Moto Apex 6 forged aluminum wheels.

A Bagger On Track

I hate to admit it, but for the first time in a long time, I was nervous and maybe a little intimidated to ride a motorcycle. I think the last time I’d had anxiety (besides normal pre-race jitters) about riding a motorcycle on a racetrack was at Brno Circuit in 2004, but that was on a MotoGP bike on course with all the MotoGP riders.

I was at Inde Motorsports Ranch in the Arizona’s high desert about to throw a leg over a 631-pound bagger. I don’t know why, but the bike just looks intimidating. Maybe it was fear of the unknown. It may have also been because due to scheduling conflicts, I hadn’t been on a bike in a few months.

But my nerves calmed as I got suited up and threw my leg over the top of the Road Glide KOTB special. I could feel the weight of the bike as the crew let it down off the stand, stabilizing it with both feet. The 36-inch seat height combined with the big cylinders mounted high in the frame makes the bike a little unwieldly until you get used to it. Wobbling slightly, I clicked it into gear, opened the throttle while slipping the clutch and rolled out for my first laps behind 2021 KOTB Champion Kyle Wyman.

That unwieldy feeling carried onto the track, but corner-by-corner, I started to understand what I needed to do to ride the Road Glide. With a 65-inch wheel base, there isn’t much pitch on the brakes so you don’t get the same sensations from the front tire on corner entry. The most difficult part comes at turn-in, as the extreme height of the bike and high center of gravity make it difficult to initiate turn-in, but then the bike falls into the corner quicker than expected with a ton of momentum heading to full lean. I struggled to get my knee on the ground so it was difficult to judge lean angle. At the apex the Road Glide was really stable and gave great feedback. I pushed the front over one of the sealer patches, but it has so much trail that front came back immediately. And, surprisingly, it still finished the corner well. There was traction on corner exit; I think the weight of the bike helps drive the rear tire into the pavement. The lack of pitch to the rear didn’t cause any problems.

The Milwaukee-Eight engine was torquey, but also delivered smooth, linear power through the rev range. I was a little surprised how soft the power was in the lower part of the rev range, from first touch to about 1/3rd throttle. Power picked up as the revs climbed into the rev limiter which looked like it was set around 6,500. The engine makes a ton of power and torque on paper, but the sensation of power and acceleration is diminished by the weight of the bike.

The transmission ratios are spread out, so the throw between gears can be problematic. I had to be very deliberate during upshifts and downshifts on the bike. I didn’t time a downshift right on the first lap and caught a neutral off the back straight. I made sure I gave the bike a proper two-stroke blip every time I downshifted after that moment.

By the end of the four-lap sessions, I started to gain some confidence on the bike and pick up the pace. By this time, I figured out the timing on turn-in; my inputs just had to be very smooth and deliberate. I definitely needed to roll the bike into the corner. I could get my knee down in most corners, which was reassuring. And, once I figured it out, the Road Glide generally felt like a normal motorcycle; it stopped, turned, and accelerated, but with a character unique to a custom bike doing something it wasn’t designed to do. Harley-Davidson’s Road Glide Bagger actually gets around the racetrack pretty quickly, which is impressive.

Specifications: 2020 Harley-Davidson Road Glide Special Racebike

Engine Configuration:             45-degree V-Twin

Engine Displacement:            131 cubic inches (2,152cc)

Engine Cooling:          Air

Combustion Chamber Design:           Screamin’ Eagle Stage IV Heads

Valves Per Cylinder:   4

Intake Valves Per Cylinder (Material):           2 (Stainless Steel)

Exhaust Valves Per Cylinder (Material):        2 (Inconel)

Bore x Stroke:             4.31-inches x 4.5-inches (109.474mm x 114.3mm)

Connecting Rod Length (center-to-center):   8.015 inches (203.6mm)

Connecting Rod Material:       Steel

Claimed Peak Rear-Wheel Horsepower:       150 bhp

Claimed Peak Rear-Wheel Torque:   150 lbs.-ft.

Engine Redline:          6,800 rpm

Valvetrain Type:          Pushrod

Valve Adjustment Interval:     Self-adjusting Hydraulic Lifters

Intake Valve Diameter:           41mm

Exhaust Valve Diameter:        34mm

Fuel Delivery System:            Digital Fuel Injection

Throttle Body Venturi Size:    64mm

Air Filter Type:            K&N Oiled Pleated Fabric Element

Exhaust System Type (Material):       2-1 (Stainless Steel)

Ignition System:          Digital (Stock)

Lubrication System:    Dry Sump, Screamin’ Eagle Pro High-Volume Oil Pump

Oil Capacity:   4-quarts Engine, 1-quart Transmission, 1-quart Primary

Engine Oil:      Screamin’ Eagle SYN3 Full Synthetic 20w50 Motorcycle Oil

Fuel Capacity:             20 liters (5.3 gallons)

Transmission Type:    6-speed, Constant Mesh

Clutch Type:   Multi-plate, Wet, Screamin’ Eagle High Capacity

Clutch Actuation System:       Cable

Clutch Spring Type:    Coil

Number Of Clutch Springs:    3

Number Of Clutch Plates:      10

Drive Plates:   10

Driven Plates: 10

Primary Drive:             Link-Plate Chain

Primary Drive Gear Teeth:     24-26

Final Drive Sprocket Teeth:    47-53

Frame Design (Material):        Stock FL Backbone (Steel)

Rake/Trail:      25.5 degrees/160mm

Measured Wheelbase:           65 inches (1,651mm)

Swingarm Type:          Asymmetric Billet Aluminum Alloy

Seat Height:    36.6 inches (930mm)

Footpeg Height:          18.8 inches (480mm)

Footpeg to Seat:         17.7 inches (450mm)

Front Forks:    Inverted Öhlins FGR250 Racing

Fork Tube Diameter: 43mm

Fork Adjustments:

Rebound Damping:    30-Click Range

Compression Damping:          30-Click Range

Spring Preload:           18-Turn Range

Front Wheel Travel:    130mm

Rear Wheel Travel:    81.5mm

Rear Suspension Type:          Remote Reservoir Screamin’ Eagle by Öhlins 36mm Dual Shocks

Rear Shock Adjustments:

Rebound Damping:     36-Click Range

Compression Damping:          22-Click Range

Spring Preload:           25mm Range

Front Brakes: 300mm (11.8-inch) Dual Discs, Radial-mount 4-piston Accossato PZ001 Calipers

Rear Brake:    300mm (11.8-inch) Disc, 4-piston Brembo Caliper

Front Wheel:   Core Moto Apex-6 17-inch x 3.50-inch Forged Aluminum Alloy

Rear Wheel:    Core Moto Apex-6 17-inch x 6.00-inch Forged Aluminum Alloy

Front Tire:       120/70-R17 Dunlop KR448

Rear Tire:        200/60-R17 Dunlop KR451

Claimed Racing Weight:         631 pounds

Weight Distribution, Percent: (46F/54R)

Estimated Build Cost:             $150,000 – $200,000