Wednesday, 31 October 2007
Monday, 29 October 2007
Sunday, 28 October 2007
I entered my Traveller in the Show and Shine. I was in the Post 80s European Class. But alas I did not win. A beautiful Laverda did. And rightly so too. I voted for it. :-) There were over 80 bikes in the Show and Shine.
I took an awful lot of photos and a few videos. So instead of hosting them up on this blog I have put them on a webpage. Part one is up now. To see these click on the image below...
Saturday, 27 October 2007
Bill has sent in some of his unqualified advice files. These have been written or gathered from the net over the years as he has reworked and modified MuZs for both street and race use. These files are in English and some in German. Click on the file Title to download.
All about Spark
Plugs. click to download PDF file. Title says it all. In English.
Boxes. click to download PDF file. Info relating to the 3 different types of
CDI boxes that can be fitted to Skorpions. In English.
Rear Shock Info. click to download PDF file. In German.
Plug Heat Ranges. click to download PDF file. In German.
NGK Spark Plug
Info. click to download PDF file. In English.
Info on Torque ranges.
Bills MuZ Advise file. rtf file. In English.
Riding Position. rtf file. In English.
The factory only made 250 of them. They are a replica of the factory Supermono racers. Muz660’s bike is number 106. He has owned it since August. So far he is none no modifications to it.
Got to say they are a sexy looking Skorpion. I bet the two mufflers make people think it is a twin. Also the twin from discs would haul this light bike to a very quick stop.
Muz Skorpion Replica specifications
Engine type Liquid cooled single cylinder, 4-stroke
Displacement 659 ccm
Bore x stroke 100 x 84 mm
Compression ratio 9.2 : 1
Valve system 5 valves, SOHC
Transmission 5 gears, chain
Frametype Steel 'bridge' frame
Rake/trail 26.5 degrees/107 mm
Front suspension WP UPSD fork, compression and rebound damping adjustable
Rear suspention Single shock, WP, rebound damping adjustable (11)
Front tyre 120/60 ZR17, tubeless
Rear tyre 160/60 ZR17, tubeless
Front brake Double 280 mm disks with Brembo 4-piston callipers
Rear brake Single 240 mm disk
Seat height 770 mm
Fueltank capacity 18 liters
Dry weight 165 kg
Tuesday, 23 October 2007
1990 was the first showing of the award-winning Seymour Powell prototype with Rotax motor. Seeing it, I said this is the bike! I kept an eye on developments, meanwhile riding my 1974 Benelli/Motobi 2500SS.
A late model with 5 speed trans. The engine - goes almost without saying - was heavily modified and had seen use in a Zanzani racing frame. In street-legal trim it still had 26hp and the bike weighed all of 105kg, ready to go.
Here in my home town of Lauffen, one of the oldest west German MZ dealers, Probst, has or rather had his shop. Had because, due to the turmoils caused by Kourus, they eventually got so fed up with MZ that they stopped dealing with them. 1994, they had the first two Skorpions in the Stuttart area, a yellow Sport and a blue Tour. I test drove both and bought the Tour straight away as the first Skorpion sold in the Stuttagart area. It was so early in production, that the modifications (cut off corner of exhaust can, longer vent hose) were not yet done. I had the can modified at L&W in Lorch - they still existed in that form and they did it for nothing! Until September this year, I have been using it ever since, summer and winter.
Within the first year, I had exchanged the front springs for Technoflex (now Wilbers) as my mechanic advised and the clipons for welded aluminum Harris racing clipons. Not two years, and I had to replace the strut because the spot-welded nose for the spring base tore out, emtpying the oil. Again the mechanic advised me against simply replacing the Bilstein, on the basis that a really good strut from Wilbers would be only 150DM more expensive. I ordered one with adjustable length to lift the tail. The fork had long since been stuck thru as far as possible. After replacing the tach twice, I replaced the entire unit with a DET 100.
Sooner or later, I replaced the muffler with a BSM Future, which, while prettier and lighter and louder, was also not long lived. The insides vibrated loose, the baffle slid forward, closing the pipe entrance to the can. I had wondered why the bike seemed to be getting quieter! No way to fix it, so I bought a BOS for a Kawa ZX750R; the three hole patern is the same as the BSM, and this one is still going strong, even after several groundings. I do not use it, however.
Somewhere around 35000km, the gear driving the counterbalancer sheared off the Woodruff key in the crank. EGU rebuilt the crank with the original conrod; the balancer went to the dustbin after due deliberation. I have not regreted throwing it out!
That was basically the condition the bike was in for the very first MZ Skorpion Forum meeting in 2002.
I had added a steering damper. Otherwise, the crappy Grimeca wheels and brakes were still in service. And the battle scares on the can from Hockenheim are clearly visible. 2003, I bought my green Sport from Heinz Weber, who basically built it.
It was built from scratch from a new Skorpion Sport and a new Yamaha SZR; the frame is the first prototype frame for the Replica from MZ development which was eventually rejected as being too light and flimsy. Actually, there was almost nothing from the new Sport used: swingarm, strut, gas tank and fairing, seatframe which was heavily modified, airbox, radiator, front frame brace, exhaust system tho the can was also highly modified by L&W. Motor, wheels, fork and brakes , wiring harness and instruments and headlight, all from the Yamaha. Rearsets homemade. This bike weighed 165kg ready to go.
After some encouraging outings on the track and a spill caused by the exhaust system grounding, I decided to use the green one only on the race track. That is when I started modifying engines, this one first, then the blue one, then the red one - more later. So this one got a Carillo conrod, a J&E 102mm 12:1 piston, a Megacycle 280/2 cam, porting, and new one-off porkchop style crank and was rid of its balancer.
Next came the Bikeworx kit with Mikuni TM42. Then I had the idea of lightening the the flywheel/starter freewheel assembly. This was not used in this engine very long, because I threw out the starter and flywheel entirely going to a magneto ignition. The lightened flywheel assembly went into the blue bike.
2003, I also bought a 1995 red Sport. Both it and the blue bike got SZR wheels and Brembo brakes, the red one a Mikuni TM34-65 carburator and a 8400rpm modified CDI like I was using in both other bikes. The red bike got the exhaust from the racer since I had decided to buy a Barker 2-2 racing system. It also got the rearsets from the racer for which I had made new billet CNC milled 7075 rearsets, both for it and the blue bike. The blue bike got the seat frame and seat from the racer since I had also bought a Barker aluminum subframe and Pferrer seat. In the end, the blue bike also had the TM42 since the racer got a TM38-65.
When my son started to ride, I reduced the red bike to the legal 35hp.
These are the MZs:
1) the 1994 blue Tour which I have now dismantled; it had over 80 000km:
SZR Wheels, Brembo brakes, one-off harness with Silenthektik box, Technoflex progressive springs, Sachs fully adjustable strut with White Power Spring (Replica), Gilles clipons, 101mm Wiseco piston, Megacycle 280/2 cam, no balancer, lightened flywheel assembly, SZR cluster, reversed shift pattern, TM 34/65 flatslides, light porting, Remus Cup exhaust system (3mm larger headers and much better ungroundable routing), seatframe and one-off kevlar/glass seat from the green bike, 8400 CD, DET 100 Instrument. Dyno tested 59hp at the rear wheel, 150kg. 15/43 with DID 520 ERV chain.
In this bike, ALL of the screws except the three long M6 bolts at the timing chain and the cylinderhead bolts have been replaced with either titanium or aluminum as necessary. That includes all the parts of the strut linkage; the dogbones are aluminum. The swingarm axle is also titanium.
2) The 1995 red Sport, which I then sold, or rather traded for the Yamaha SZR I still
have: as above, Brembo SZR wheels and Brembo brakes, the handmade rearsets from the
green bike, TM34/65 flatslides, 8400rpm CDI, Tommaselli forged clipons, lighter headlight from a TRX, Lighted seatframe and fairing frame, Mito mirrors, BSMFuture exhaust.
15/43 rearing with DID 520ERV chain. DET 100 instrument.Aluminum screws were used here to a certain extent as well. Otherwise this bike was completely stock. It ran a verified 190kmh with the short ratio. I went from Milan to Turin at a nearly constant 180kmh. That's over 200km expressway at 8000rpm. Didn't break then or later.
3) The Green bike was strictly for racing: 125kg race ready 4 stroke, 5 Valve: 700ccm
weight of race-ready engine with carbs and all fasteners wired:: 40kg special welded"Porkchop" crank. no counterbalancer, Carillo rod, JE 102mm 12:1 piston Megacycle Stage 4 cam, Slipstream rollerchain conversion Kibblewhite springs and titanium retainers with titanium locknuts ported head, Mikuni TM38/65 Barker 2 in 2 racing exhaust Barker CNC sideplate SilentHektik costant loss battery ignition Yamaha works cluster Of course, here,too, all screws, bolts and nuts are either titanium or aluminum just as above. triple tree is one-off CNC billet milled 7075, SZR fork reworked by Wilbers, Wilbers fully adjustable strut, Barker aluminum set frame. Marvic magnesium wheels with Bridgestone slicks, ABM CNC billet front caliper and billet radial pump. Mecdine speed shifter.Just shy of 80hp at the rear wheel.
That was up till this year. I decided to stop racing due to my age and build the racer back to something approaching street-legal. It will have Brembo TZ250R 3MA wheels instead of the Marvics which cannot be registered in Germany - no mag wheels can. It will also have the Remus Cup exhaust shown above on the blue bike. Of course it will have the lightened flywheel assembly and a starter again and I will need to make a new harness for it. BUt inside, the engine will remain untouched. I hope to keep the aluminum subframe and Pferrer seat but the subframe need considerable revamping and welding for street use. Of course the ABM brake will be retained. I hope I can keep the weight down to 135kgs and the hp still around 65, maybe even 70.
Lauffen in October, 2007
Monday, 22 October 2007
I did some digging around on the net and found some more on this guy....
He has a http://buggy-rollin.badoo.com/ Also check out his YouTube site http://www.youtube.com/user/buggyrollin
Here are the last of the Postcards from Michael's trip down to Victoria for the MotoGP. Thank you mate for sharing these with us. Thanks heaps for stopping and taking these as I know you had to resist the throttle wrist on those great bike roads just to stop and get the camera out for us.
This shot is of a beautiful part of central Vic. in an area known as Happy Valley, I call it world class motorcycling country. I passed lots of bikes here and we all waved to each other enthusiastically.
The Snowy Mountains , about 40-50kms to the south-east, between Corryong and Tumbarumba.
London, Paris....... Wombat , between Cootamundra and Young .
Sunday, 21 October 2007
Taken today at Lake Parramatta.
The rear shock is one. Turns out it was stuffed. No wonder the rear end was jack hammering me up the spine. On the BMW ride I noticed at one stop when I got off the bike that the rear end was much lower than normal. I thought I was seeing things. By the time I got back on the bike all was normal.
The about a month ago I had the honour to ride Bruce Campbell’s Tour. He rode my Traveller. I wanted him to do an evaluation on my bike. He commented that the shock was not good. Had no rebound. When I got home on my bike I found that the shock had collapsed. The rear end was sagging. It took a few minutes before it would come back up. And then very slowly. Bruce came to the rescue with the original shock from his bike. Wow the difference. So much so that I was able to take Lilly on the back when we went to Road Warriors for the Racers4MS ride. But the back end was about to get even better.
Again Bruce came to the rescue. He was upgrading his rea shock from the FoxShock to a Wilbers (I think it is a Wilbers). So he offered me his FoxShock at very good price. Boy has this made a big difference. I can’t believe how well this bike now handles.
The FoxShock spring is yellow not red. For some reason it has come out red. Must be the blue shirt.
Bruce, thank you so much for your help with my bike. You have shown me how good these bikes can be made.
I love the grunt that this engine has. I still get a kick out of thumping up hills and it will pull up them without slowing down.
The headlamp will be the next thing for major overhaul. It is so pitiful at night. So I am following the TRX 580 Yammie headlamp trail.
I am also trying to track down an annoying fairing rattle. Since the bike was backed into and I had to take the firing off it has been developing theses horrible rattles and squeaks. One by one I am curing them. It is because the faring frame has been twisted a small amount. I have been very tempted to go naked. Remove the fairing all together and fit a big 9 inch headlamp from off either an XJ650 or SR500. Having had both of these bikes I loved the 9 inch headlamp at night. But if I can get the TRX headlamp I wont strip the bike.
I have put just on 3000ks since I bought it. Not a lot I know. The more I fiddle with the bike the more it shines.
Today I was topping up the coolant when I looked down at the back wheel and saw this lovely shinny metal thing gleaming back at me. ARRRGGGHH. A nail in the back tyre. It has gone all the way through too. Yes I pulled it out and as air escaped I quickly put it back in. So off to the local motorcycle shop, Chivos, for him to plug it.
Yes there have been thorns but I love this bike. I still say it is the best bike I have owned.
Just like my Dad I’m very fond of thumpers and I always wanted a Skorpion since my dad had one. I have my drivers license for two years and I ride that single since the first day..
It’s a second hand black MuZ, had only 14.000 miles. The first months I only could watch it in the garage and making plans to change the bike, more sporty looks.
Early this year I went to the Ardennen in Belgium with mother and father and a few MuZ riders. There I met Zzero (see yellow Skorpion on this blog) and he made told me everything ‘bout going flat at the track. A few months later I try kneedown with success. So next year I’m going to the track in France with the Monoconnection gang.
Now about my bike. It started with a standard 98
Saturday, 20 October 2007
The this bike is officially called a Skorpion Sport Cup, they have the side fairings standard, mine where taken off for a while because I had a minor crash with a pushbike rider, not my fault...
I've had the bike for about 1.5 year know, bought it in May last year, but I didn’t have my drivers licence yet. I got my licence in August so from that time I could actually ride my MuZ.
At first I only rode for commuting and for fun. Then I went on the track for 2 times (Croix en Ternois). That was so much fun that I only wanted to ride on the track. As I’m still studying, I can’t afford to go to on the track that much. So now I don’t use my sport to much for commuting, and I’m saving up some money to go on the track more often.
mods made to the bike so far:
- Front brake system changed to Brembo, both calliper and master cylinder, from a Yamaha SZR 660.
- White power progressive springs in the front.
- Yamaha FZR 600 rear shock
- Leovince USA slip on muffler
- Front end lowered( 10 mm) and clip ons under the top triple clamp.
- Rear end is lifted with 128 mm dogbones
- 'home made' rearsets which give more ground clearance
- Rear and front fender were personalised.