Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/128148
euling W3 IAbowI The _ _..... r.-_ cIeIInIteIw • IhICtln IooIdng. The tion bikes, with either MoTeC in Australia or Gill Electronics in Britain who provide the so-called Hellfire digital ignition already fitted to the bike - as likely suppliers. The 'square' engine dimensions are a massive four inches either way, times three - so 101.6 x 101.6 mm, for a capacity of 2472cc, featuring KB pistons mounted on the distinctive-looking group of chrome-moly steel connecting rods. These employ a design commonplace on radial aircraft engines, with a massive _ffia~ter rod for the center"et'yiirlder which alone runs on the plain-bearing main crank pin, but incorporates two bosses acting as link pins for the front and rear cylinders' much shorter and notably slimmer twin ancillary rods. The package is very strong, though requires a new oil pump with 60 percent more scavenge capabiUty than its H-D predecessor, but retains the single-axis format of a trademark Harley knife-and-fork crankshaft layout, so is just as lean - only a lot more beefy. This meaty-looking engine whose appearance is in every way born out of reality, is fitted in a twin-loop frame built by Kraft Tech to Feuling's design, incorporating solid engine mounts at the rear and rubber mounting up front, with a twin-shock boxsection swingarm specially reinforced to accept the torsional forces of the W3 engine's. massive torque delivery. A claimed 210 lb./ft. (Nm 236) is on tap as low as 3000 rpm, says Feuling - and again, I believe him. Running gear is a fairly conventional array of Southern California aftermarket hardware, with the beautifully shaped aluminum fuel tank 44 APRIL 3, 2002' "" U "" I • ....... pacbge Is strong. but It . . require. new 011 pump with 1IO percent more scavenging capabll~ than the Harley TwIn Cam motor. IRlght) The three stacks under the rider's left leg are attached to lIatslide carbs. (Below) A 43mm Storz/Ceriani upside-down fort< Is set at a 30degree rake. handcrafted by expatriate British chassis-building legend Rob North, 43mm Storz/Ceriani upside-down forks set up front at a rangy 30degree rake, twin Progressive Suspension shocks at the rear, triple 292mm stainless-steel brake discs gripped by Performance Machine calipers, and a pair of the same company's gleaming cast-aluminum wheels. These are fitted with a 19inch Avon 110/90 Venom front tire and a massive 200/60 16-inch AM23 rear - a disparity in tire section which probably explains the Feuling's, er, uncertain handling in mid-turn as you crank 'er over and think about twisting that wrist. The W3 likes to twitch and wiggle a little as you complete the cornering maneuver, and the steering is frankly ponderous, thanks to that Kroozerklone steering geometry and the mile-long wheelbase. Fitting the forthcoming six-inch shorter sixspeed engine into a stubbier, sportier chassis is one of Jim Feuling's eventual intentions: "I'm planning to build a 450-pound, three-liter canyon carver with this," he says. "That'd be a nice bike we could go out and have some real fun on!" Too right, because at present with the existing W3, it's a question of get round that turn, light blue touch paper, count 3-1-2 (the radial engine's firing order), and - here we go!!