Indeed. Higher revs is more vibration means more wear & tear, loss of bolts and stuff csq. more prevention & maintenance and less riding.
Every time I tested for the maxspeed (132kpu and 122kpu average on stretches of under 20kms) mother physics presented me the bill: taxplate holder falling off because of all three welds failing being the more amusing adventurette as it happened on a busy crossing.
In the longer run I associate high vibrations with decreased life expectancy.
Are those also issues that have your interest or are they factored in in an inherent trade off (more speed vs less life)?
Let there be no misunderstanding: I follow with interest what you're doing and appreciate your method and efforts. It's not because it ain't my cup o'tea I can't be supportive. Although I would appreciate it if there was someone out there, just like you, working with the same gusto on the adventure qualities of the bullet.
Well, one of the things that we found out about the vibrations is that it varies from one bike to the next. It comes from how well the factory built the crank. On the Iron Barrel Bullet, we found that some were okay, and some were not. They all benefited from having the crank really true, and the vibrations almost completely went away.
On the UCE, as with the AVL also, the cranks are built first, and then the end shafts are ground to be "concentric". It appears that this also has its variances, and some UCE and AVL bikes vibrate more than others do. These cranks are not available as separate parts anymore, but must be purchased as complete units.
A rev limit of 6000 rpm or perhaps a touch higher would be all that the stroke length would permit for street bike purposes anyway, because of piston speeds. But for those people who want to do The Ton, it would help to have those extra 500 rpm.