Polaris bike

I thought this might be interesting to you guys...

Hi Bill,

I thought you'd get a kick out of the brief report posted on

RoadRacingWorld's website http://venus.13x.com/roadracingworld/index.htm

I'll send out a complete update on our Daytona adventure in

a little while.

Rob

Tul-aris 780 Runs Away From GSX-R1000 At 180 mph On Daytona Banking By David

Swarts

After a mid-winter media tour of Southern California, Dr. Rob Tululie

brought his Tul-aris 780 two-stroke creation to the high banks of Daytona

for its race debut underneath new rider Michael Barnes. When former NSR500V

rider Barnes took to the track, he found that the handlebar vibration

problem encountered during tests at Willow Springs has been reduced

significantly. And while the Tul-aris continued to suffer minor teething

problems, it also demonstrated impressive speed on the Daytona high banks.

Reigning Formula USA Unlimited Superbike Champion Grant Lopez got a good

idea of the Tul-aris' speed from the seat of a stock 2001 Suzuki GSX-R1000

Lopez was using to teach in Wednesday's Team Hammer Advanced Riding School.

"(Barnes) must have just come out of the pits because I caught up to him,"

Lopez said. "He kind of tip-toed through the horseshoes, but when he got on

the banking, he was gone. That Tul-aris is freaking fast! I was getting on

the 1000, and Barnes just pulled away." During the five, 30-minute track

sessions in which he rode the GSX-R1000, Lopez regularly saw over 190 mph on

the GSX-R1000's speedometer through Daytona's tri-oval.

Although the accuracy of stock speedometers are questionable, Tululie used

more accurate information like engine rpm, rear wheel circumference, and

gearing ratios to determine that his bike was doing an actual 180 mph

through Daytona's tri-oval. Tululie's bike did this with what he called a

"practice" engine that he said was 15 horsepower down on his "race" motor.

For reference, factory AMA Superbikes topped out at 178 mph on radar at

Daytona in 2000.

Ex-F-USA Champion Barnes said that the Tul-aris is the fastest thing that he

has ever ridden.

i saw the thing on speed vision about this bike. what is it--like 300lbs., 170hp? i remember dropping my jaw when they read the stats on it!!! wow!! now where's the dr's dirt bike?

Maybe Polaris will wake up and consider new posibilities in the motorcycle realm besides

the victory sled...

Hello all,

here's the reason why you didn't see any Tul-aris results from Daytona: Our

race was rained out! The actual race still ran in the pouring rain, but both

Mike Barnes and I decided that it was too dangerous to run at Daytona in the

rain on this bike, given the speeds it can carry on the banking. However,

here's a short synapses of our weekend:

Wed: 1st practice during RRW&MT's Team Hammer Advance Riding School and

Track Rides. We got a lot of track time on Wed., by far the most productive

practice we had all week in this respect. The Tul-aris went 179 "right out

of the box". Ran away from Grant Lopes, current F-USA champion, who was on

the new GSXR 1000 (see "Tul-aris 780 Runs Away From GSX-R1000 At 180 mph On

Daytona Banking " on the RRW&MT website, posted 3/2). This was with the Hot

Seat 780 motor, which ran great all weekend. Chased some minor issues, such

as a bit of a constant radius understeer/push through the west horseshoe

(otherwise traction was good all-around) and getting the gear ratios sorted.

Handlebar vibration was much improved, but now footpeg vibration is

noticeable. We improved footpegs later in the week, but will need to make it

better still before the next race. Shouldn't be a problem, same methodology

as for handlebars. Bike ran cool all week, the most we saw was 69 deg. C

(156 deg F) for water temp when the outside temp was 28 deg C (82 deg F).

Switched gearbox ratios Thursday eve.

Thursday: not much happened due to rain, didn't practice

Friday and Sat: worked on suspension settings, improved front end traction.

Got great phone support from Mike Watts at Ohlins, so we fixed the front end

push by the end of the day. New Ohlins forks worked much better than the

Showa's (we tried the Showas once in a back-to-back comparison). Friday

afternoon I rode the Tul-aris in the CCS GTO race just for extra track time.

I did about 10 laps, came in, adjusted suspension setting (trying to work on

the rear to make it less bumpy on the banking) and jetting, when out again,

etc. I rode really slow, but lots of good track time.

Friday night I decided to put in the 800 motor. Unfortunately, we only got 1

lap in with the 800 on Saturday morning before the 1st race (the CCS race,

which for us was more of a practice race) because the chain broke. So Mike

had to start the race with a motor that had on lap on it, and of course it

seized. Really my fault, should have been more conservative considering that

we didn't really get any practice on this motor. It was quite fast, as it

overreved quite a bit down the back straight. Mike went from 30th on the

grid to 14th in one lap before the motor broke (and he didn't pass anybody

at the start off the line as the bike is quite tricky to launch with the

tall gearing).

Saturday night we switched back to the 780 motor we had run Wed-Friday.

Lot's of thanks to the AMI guys for letting us work late!

Sunday morning practice the bike was going really good, handling and

suspension was good and we had great acceleration and top speed. In fact,

Mike Barnes and Scott Russell (on the Ducati) were going around the high

banks together at the same speed, passing bikes quickly as they circled

around next to the wall. No change in distance (the Tul-aris was about 100

yard behind, out of the draft), which means we had at least the same, if not

better, top speed.

Most unfortunately, just as things were coming together for our race, the

PACE Unlimited GP (also called the "Shoot-out" ), the skies opened up. Mike

and I decided it was too dangerous to run the Tul-aris - with the weight and

power, one could highside through the tri-oval! After some delays, the GP

race was run in the wet, and my hat's off to anyone who participated as I

imagine that Daytona is quite a handful in the rain. Mike actually ran the

Buell in the wet and walked away with the win in the Buell-only series by a

long way, great riding on his part!

So we left Daytona with no race, but we learned a few good lessons:

(1) don't stay up till 2 am putting in another motor when the previous one

is plenty fast and reliable

(2) Jet, time and gear conservatively, I mean really safely. It's not an

underpowered single or vintage bike where you need every last horsepower.

(3) Bike is fast, handles well, but we need to extend the powerband down low

a little to make it easier when the gearbox ratios are not right for a given

turn.

(4) Take time off to think about problems, don't get too wrapped up in

working on the bike.

Many many thanks to Dale, Hardy and Chris who worked their butts off getting

it all together. Many thanks to Mike Barnes as well, who really impressed

me. Believe me, the Tul-aris is fast but with the power band we currently

have it's not an easy bike to ride fast, my hat's off to Mike. I'm confident

we can get him improved low to midrange power by the next race.

We picked up additional sponsors at Daytona: Nutec Fuel, who make the best

over-the-counter racing fuel in the US and who make fuel for anything from

Formula 1 cars to motorcycles, will supply us with fuel and oil for the

season. Many thanks to Lionel and Josh. Dave Gilbert from DCM Services will

make a set of adjustable triple clamps for us, complete with Tul-aris logo!

We are also in talks right now with a brake sponsor, as well as a trucking

company.

I'm really excited about the level of enthusiasm that's out there about the

bike, everybody in the pits has nothing but good things to say about it and

there's a lot of positive reinforcement for what we did. What we're working

on next is to find a sponsor that will cover our travel and related

expenses, so that we can do the F-USA series. Will keep you posted. Any

suggestions are welcome. Also, our plan is to use the new Polaris powervalve

cylinders (so far, we ran non-powervalve cylinders ) that Polaris is now

coming out with on the new 700 and 800 snowmobiles, which should really give

a big boost in the low and mid-range. Hopefully we can get them on the bike

and dyno before our next race at the end of April.

Best,

Rob

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