Turbo Orca FXR..Ultimate FXR

Fuck CVO Worship

A stock CVO2...not ours...just a photo we found...same paint though.


FXRs and RB Racing

A number of years ago we picked up a CVO2 FXR and put on some old custom paint we had...You know keeping things stock is illegal and we sure as hell don't worship this "CVO" business. We put on a different seat and got rid of the shorter, stiff as hell, shocks and some chrome side covers we bought from Elvis. We kept the bike's motor stock and put on one of our 00-1010 B Style Turn Out exhausts and our RSR Closed Loop Fuel Injection.

Way before this we had a Shovelhead FXR that Carl Pelletier of Competition Motorcycles had loaned us for product development. We used it for carburetor and exhaust testing for several years, like developing the 41mm FCR carburetor for Keihin Corporation. Then one day Carl called us up and asked if we still had the FXR as he had a buyer for $10,000.00. We gave it back to Carl.

We also had a 1987 FXR that we used for turbocharger, exhaust and camshaft development but we eventually pushed it into the corner and then sold it.

Funny story. We let a Yamaha XS1100 owner ride our 1987 Turbo FXR and he came back saying he was surprised at how well it handled, even when it was dragging things, but that "It seemed to flatten out around 9000 RPM"...flying over the Vincent St. Thomas Bridge in San Pedro. Ouch! ..It sounded a bit rough when he brought it back..Pieces of piston rings were coming out the exhaust. The Branch heads had bits of rings embedded in them.

We should have kept it but we needed the money. Enter the CVO2 pictured above.

Movie FXR

Another FXR we got involved with. Read about it here.  Harley Davidson and the Marlboro Man bike. FXR's or Die as Elvis says.

The ultimate FXR for some...not for us.

CVO2 Round Two

We got bored with the former CVO2 and its 3.5 gallon gas tank so we adapted an FLHX 5 gallon tank, painted the bike and changed the wheels. We also converted it to chain drive and got rid of the 21" front wheel that we never liked and adapted a 19" Dyna front wheel. We got rid of the shorter rear CVO rear shocks and put on  13.5" shocks for better ground clearance and a Dresser rear wheel. 

Result: It handled better, we could drive further without looking for a gas station and we got 56 MPG. We ended up putting in a 24 cell Lithium Battery as it held at 13.3 VDc even after siting for a month, and had less of a voltage drops in cranking, which gave it much better and quicker starting. EFi simply hates voltage drops...Anything below 11VDc and the fuel pump output declines drastically. We still left the engine stock...no cams.

We added our instrumentation consisting of our digital Orca Bonneville Tach, GPS Speedometer , Digital Gear Indicator and our Dual RSR Air Fuel Ratio Gauge. The 5 gallon tank gave us a 200 mile range under closed loop efi. We left the tank and fenders with a painter and he came up with the copper/bronze color.

Everyone drove the bike. It was sort of quick, mainly because it was about 300 lbs lighter than a Dresser and it had instantaneous throttle response with our 56mm RSR EFi. Then we got locked into Bonneville, advanced Cosworth electronics and the Bullett. There was no time to work on the FXR. Racing eats all your time and money.

Bored Again... due to the 8228 "Bonneville Bullett"

Well, we spent a lot of time and money setting records at Bonneville and since the late 1980's and we have constantly been developing Intercooled ORCA Turbo Motors and fuel injection technology...Over 400 HP on long course at Bonneville. Once you ride the Bullett you don't want a stock 80" FXR anymore. The Bullett  occupied all of our time and money and any development on the FXR ground to a halt. FXR, the Stepsister.

Men in Black....

When you spend more than 40 years... Holy Shit where did the time go!... working on and designing high performance motorcycles and equipment, spending untold thousands of hours, and more late nights and lost weekends than you can imagine, a lot of people get dragged into the Vortex. A large cast of characters, both good and bad, from many continents, have at one time or another hitched a ride on the RB Racing Express...and then faded away. Once the party starts they show up and once the party is over they head for the door. Something about not living with the consequences, or just being practical, whatever that is.

These days the Vortex tends to draw in ones that can stay the course and whom you can reasonably expect to be where they should be, do what they say they are going to do, and be honorable enough to step up no matter what the consequences are. They tend to be dressed in black for practical reasons.

The Bullett has been a test bed for ORCA Engine technology and it's complexity is way, way, beyond things we have done before. It has forced us to confront engineering issues and learn new disciplines. 1000 lbs, no higher than your waist, 45 degrees of rake and over 400 hp with a 560 HP Turbo.

Only designed for Bonneville, it is the ultimate pushrod motorcycle and is a handful to ride until it settles down around 100 mph. Geared for 300 mph @6500 rpm it is not something you putt around on...but once you've driven it, you want that kind of power and sophistication that you can hop on anytime...like a lightweight flickable FXR.

Why not take the Bullett's ORCA Engine and control technology and put it into an FXR...Screw the stock 80" CVO2.

Round Three...Come Up with a Plan

Since we've been around for awhile and have a long memory for things we are interested in, and since we had spent a lot of time at Camber Fairing in 1977 with Jerry Greer working on our 1977 Bol D'Or Monoshock racers, we knew Jerry had been involved with Don Vesco and his Rabid Transit fairings that were marketed for a few years to the BMW and Jap crowd. We tracked one down and adapted it to our FXR before we stripped it down.

Why? Simply because around 180 mph, and faster, the wind gets a bit fierce and you need a frame mounted fairing that is wide enough to get your shoulders behind...The Rabid Transit fairing is a hand-laid, sturdy piece because Jerry knew his craft. A very sophisticated aero design that gives good protection...Way better than an FXRT fairing.  Get down on the tank and look over the fairing's edge.

We fabbed up these mounts and had them powder coated. They bolt to the steering head and frame.


We welded up a set of stainless handlebars prepared for our 60mm Bosch Fly By Wire Throttle Body. No available bars will fit... they have to be made. Your hands are out of the air stream and the bars go full lock staying inside the fairing.

Bye bye to our previous FLHX 5 gallon tank...She was too wide for the Rabid Transit fairing. We only have 1/2"clearance side to side with the smaller tank. We'll get the lost 1.5 gallons back another way.

Oil Bag Tranny

The smaller gas tank just was not going to get us the range we needed even at 50 mpg fuel-injected. Our solution was to ditch the FXR Transmission and Oil Bag and put in a 1998 Bagger transmission with integral oil bag/pan. In place of the FXR's oil bag we are building a stainless steel secondary gas tank with the fuel pump and filter inside of it. We will still use an external fuel regulator for the 1000cc Injector Dynamics Fuel Injectors.

Cosworth ICD Dash


Those stock instruments are going away. We have plans.  We will use the Cosworth ICD to display all information from the Pectel SQ6M.

The ICD has up to 256 screens and has 106 input /output pins via two Deutsch Autosport circular connectors.

You scroll screens via a left handlebar button. These can display any information derived from the onboard sensors such as boost, EGT, RPM, wheel slip, gear position, MAP selection, fuel and oil data, shift lights, fuel level, turn signals, high beam, intercooler temperatures, GPS, alarms, shift lights,and many more. Screens are user defined and designed with Cosworth Pi Toolset software.

The ICD is the same display as used by Porsche, Aston Martin and other OEMs in their factory race cars.

Cadillac Cosworth Electronics in their 2017 Daytona 24 Hour race winning DPi racer. 4.2" Display with driver selectable screens . Cosworth CCW MKII steering wheel. TFT Displays with rider/driver selectable screens gives you the ultimate information display.

Riser Stupidity...."Don't shoot!"

Our handlebars are not stuck up in the air like the "Ape Hanger" style bars everyone else has come up with when they try to make fairings for FXRs. The bar arrangement pictured above comes from Big Bear Choppers. You might remember them from their previous Chopper ventures. They were going to put Harley out of business. They folded shop...now they are making FXR clones.

We are go fast racers, not cruisers,  and we don't need to show the world our armpits.

Strip Her... Show No Mercy

Take her down to ground zero. With ORCA Turbo Power and Cosworth Pectel SQ6M Electronics all the stock stuff has to go. Pull out the 80" EVO and donate it to the Men In Black, replacing a worn out RevTech motor.

Since it's all apart take the heads down to Branch O'Keefe so the Men in Black get a good breathing EVO. The heads were returned unsused so we sold them.

Off to Dr John's Motorcycle Frame Straightening

Next : Take the bare frame down to Doctor John's to have it checked for straightness...If you put 300 hp to the road the chassis better be straight. It wasn't.

FXR Frame Blueprint

It all starts from known dimensions...FXR frame blueprint above. You have to have a frame table that has fixtures that will locate the centerline off of the neck and the swingarm pivot block locations. Rubber-mounted Harleys have special alignment procedures as the engine transmisson and swingarm do their own things.

Back from Doctor John's...$500.00 worth of tweaking to get it perfect. He's the go to guy for chassis alignment and repairs. We used to make racing frames and we build 200 mph bikes. There was no way we were going to wind out the FXR with 25 lbs of boost without having the chassis checked. The frames are not necessarily straight when they come from the factory.

Bye Bye Stock Arm

The stock FXR swingarm is way too weak for 300 HP. We do chain drive conversions for Dressers and FXRs so it wasn't a stretch cut up a 2008 FLT swingarm and put in higher shock eye mounts so we can use the shorter Dresser Shocks as they are way more available than 13.5" FXR shocks. We raised the shock mounts up a bit more for additional ground clearance.

FXRs have different pivot to axle lengths as well as shock locations compared to Dressers. This is the stock shock location for an FXR.

FXR's had crappy rear brakes and the original caliper mount would not work anyway with the new, fatter, 25mm rear axle, so we put on a 2014 FLT rear caliper to go with the new Dyna 17" rear mag which has the 25mm wheel bearings.

Time to Cut her up.

We checked around for the best battery..i.e. the highest cranking capacity for our 126 Road Toad and 139 Cubic Inch Bullett motors and found that Absorbent Glass Mat (AGM) was our best option, and that the only battery more powerful than the OEM Harley Batteries (DEKA) that we had been using was this Yuasa Battery with 500 CCA. GYZ32HL.

We tested a Lithium Iron Phosphate battery in a smaller 80 Inch Evo motor and it worked very well for a year, always starting the efi instantly and maintaining a 13.2VDC charge...When we tried the same 24 cell battery on the Bullett it cranked very quickly but gave up quickly.

In talking to the battery engineers at what we consider to be the best Lithium Battery manufacturer, earthX , they told us the following:

"Based on your engine size (139CID), which as a V-twin engine requires much more cranking amps than a V-8 truck, we do have a battery that has 1,000 cranking amps which should keep the voltage from dropping and affecting your EFI. The model number is ETX48E and weighs only 7.7 pounds. . The bad news is this battery costs $699 .  Lithium batteries are very different than a lead acid battery in that if you pull too much cranking amps from the battery in order to start the bike, you will damage the cells. They are not as robust as an AGM battery and for your type of application, it is very hard on any battery but I would think an AGM would fare better.  This probably isn’t what you wanted to hear but lithium batteries are fantastic in the right application but your bike's demands are at the upper edge of use."

Rare to find honesty these days. AGM it is.

Make a fake battery with the new Yuasa
GYZ32HL dimensions and cut up some stainless 16 gauge 304 stainless steel sheet. The frame brace has to be cut out and moved back and that means the fender has to be modified also. Fabricate a new battery hold-down and isolate the "battery" on all sides with rubber. A circular stop is added for the bump stop under the oem seat pan.

We put on a short backrest / sissy bar. The Pectel SQ6M will be mounted to the rack in a billet isolation mount we make. This keeps the main harness away from the gas tank, and far away from engine heat. The 600Hp fuel pump is going under the left chrome side cover and all the relays and circuit breakers are moved under the right side side cover.

All oem wiring is to be redone with 22759/32 Mil-Spec wires and sealed Deutsch Autosport connectors.

Fuel Pump Mount


Three point rubber isolation of the Bosch fuel pump. Pump body mounted in silicone. Stock side cover fits back in stock location. Stainless steel 16ga sheet and two new Well-Nut locations. External fuel pumps are a bitch to mount or hide on a Harley. We finally decided this was not the best answer so we did something else.

We need to package ten circuit breakers and five 35A relays in one place in an IP68 waterproof enclosure. This involves crafting a new side cover. The price of sophistication.

Five relays and ten circuit breakers under the right side cover (spaced out).

Our billet mount for the Cosworth Pectel SQ6M is rubber mounted. First, the mount itself is rubber isolated and then the SQ6M is isolated in silicone rubber on all sides within the mount itself. The main ecu wires (116 leaving the SQ6M) will snake down the left side of the bike by the seat and frame and then branch out to 72 harness connectors and 28 sub-harness connectors. The SQ6M is mounted far away from any heat. At about $6,000.00 for the SQ6M, it's a good idea to safely mount it away from harm.

The wiring harness will have about $2,000.00 alone in Autosport and aerospace connectors and about 200 to 250 man hours in planning and execution. Add in all the external sensors like EGT(2), Lambda (2), Fly-By-Wire, Crankcase Pressure, Inlet and post intercooler temperature, and 40 others, and the cost of the completely sealed Mil-Spec wiring harness and sensors and labor is past $10,000.00.

That brings the electronics, with the ICD Dash to about $20,000.00.

Powder Coat

Satin Black Powder Coat the SQ6M mount rubber isolation support brackets and the Luggage Rack/Sissy Bar.

New Rear Wheel for 25mm Axle


A 17" Dyna cast rear wheel will hold a 150 rear tire. FXRs are designed around the 16" 130 rear tire. You can just get a 150 tire in there but anything wider and the fender and frame are not wide enough. We'll stay with the 150 because we want to preserve the excellent handling. There is no point in cutting things up for a 180 rear tire which brings all sorts of problems. 17" tires are available in road race slick and street rubber.

We have adapted a 2000 era Buell 17" front wheel with a 3/4" axle as high speed rubber is available for 17" rims. We will run a 110 tire with this rim for our Narrowglide front end. We have installed the 60 tooth front wheel sensor for Pectel SQ6M traction control issues.  We also machined an OEM 11.5" front brake disc to fit the 17" Buell front wheel.

A 2008 FL swingarm will make it stronger for the well over 200 horsepower. A 2014 CVO rear caliper and a new brake disc upgrades the braking.

Bosch Motorsport Ignition Coils

These are the Bosch Motorsport Ignition Coils that we use in our dual-plugged Turbo ORCA motors. We stock these along with the specialzed connectors. ORCA motors use two 12mm racing spark plugs per cylinder for bore sizes 4.000" to 4.375". We trigger these with a Cosworth Pectel SQ6M ECU, programming four separate spark maps, each with 25 x 25 sites, for a total of 2500 ignition points. In terms of keystrokes to enter this data...a bit shy of 12,500 keystrokes. No one said this was going to be easy. We use Champion resistor racing spark plugs, which we also stock.

When the Time Comes

We  have a few fixtures on hand for Harley Turbos...But you know, we'll make some new ones for this FXR.

Stay Tuned..It's going to get complicated.

With over 8800 programming categories in the Cosworth Pectel SQ6M and a 360HP turbocharger, like we use on our 126 SAB2 Road Toad, we choose to use the Superflow CycleDyn for our development. Safer than running from the cops...not that we used to. Freeway cameras, helicopters, people on cell phones...you get the idea. With the Bonneville Bullett you can't do road testing...It's the Dyno and the Salt Flats.

The FXR can be ridden to perfect things in the real world and the Superflow CycleDyn is about as close to the real world loads and speeds (200mph) as you are going to get without leaving the shop...Like Tom Bookhamer's 120CID Harley Bonneville bike being tuned by Shane Tecklenburg on our CycleDyn. Shane is the top Zen Master Motec Guru. Tom drove out to RB Racing, all the way from Florida, to get his M130 Motec tweaked. 8" stainess exhaust extraction with an 1100CFM fan. No carbon monoxide in the shop.

We'll do initial testing on the FXR on the Superflow CycleDyn...A long way to yet go before we get to that point.

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