| Author | Message | ||
     Aaron |
Who was it that mentioned this kit? Did he have any details? I don't understand how you could get past 584cc per cylinder with a big bore kit with the existing stud location. Nor do I understand why it would take a new kit, the existing 3-13/16 cylinder should work fine. A new piston, yes, because the short stroke kills the compression. From what I hear, the Pro-Thunder teams already run a de-stroked/big bore configuration. AW | ||
| Blake |
Aaron: I recall that someone (I thought it was Brad AKA "Scoop") had claimed that the factory would be offering aluminum/nicasil-coated cylinders that as you say would bump displacement up to around 1150cc, but I cannot find the dang post. I thought the stock liner thickness and stud clearance was an issue preventing boring of the stock jugs, thus the requirement for an all aluminum/nicasil-coated configuration? Of course all iron cylinders would work too wouldn't they?  Hiya Ron! Brad/Scoop: Am I confusing you with someone else in this case? | ||
| Mikej |
Blake, Is this the info you were thinking of? | ||
| Aaron |
Oh, I see, a factory kit ... Thing is, the parts are already available from Axtell or Millenium. It seems to me that the standard Evo 3-13/16 cylinder that's used in the 88 inch motors should work fine, unless there's something I'm missing. Hey, if the stock Blast cylinder is the 1200 piece, why wouldn't the 3-13/16 cylinder fit? That'd result in 584/1169cc with the Firebolt/Blast's 3-1/8 stroke. The only hitch could be the piston. But it's not that tough of a problem. Going big requires case boring and possibly rebalancing. I'm surprised to see the factory moving into the realm of non bolt-on kits like this, but I hear they're doing it on big-twin stuff now, too. Personally, I'd go with someone who provides tech support. This is not trivial. There are lots of opportunities to mess it up. Boring any kind of a stock jug wouldn't work because of liner and spigot thickness. The cases have to be bored and you need a larger o.d. spigot to go with that. I don't see any reason that a sleeved cylinder wouldn't work as well. But not the stock piece. AW | ||
| Dustykat |
Al, Al, Al.....I SAID it wasnt the same. A new mold is obvious, because they Aint the same. Companys can use different materials to make things to ya know. I aint saying they made them for Buell, but it is possible. Or they sold the rights to the look to Buell and they made their own molds somewhere else. It's too close not to have been some sort of insperation. Prices: Without windscreen 385.99 With Windscreen 455.99 Dustykat | ||
| Mikej |
Thanks Dusty | ||
| Blake |
MIkeJ: The post I'm thinking about (imagining?)was dated after the unvieling on July 12th. The Sport Twin board is temporarily down, so I cannot verify if the info was posted there. I thought it was a Brad/Scoop post, but it may have been authored by someone else Buell related. Aaron: Oops! Sorry; my bad. I failed to recognize that "the existing 3-13/16 cylinder" you referred to was NOT a stock Buell cylinder. Out of curiosity, do you know the diameter of the cyl stud bolt circle and the diameter of the studs? Ignorant me also didn't know that the big twin 88CI engines share common cyl stud geometry with their XL/Buell relatives. Would the 3-13/16" cyl from a big twin require shortening/base-milling? What's the "spigot" to which you refer? (see how ignorant I am) I thought that the post from Brad/Scoop (that I imagined?) claimed that the XB9R big bore was a simple bolt-on modification (no case cutting required). I may be off a little on the cc's, but I'm sure it was over 1100 cc's. Wish I could find that dang post! Wait! Now I remember! I recall he said something about shorter skirted pistons with fewer rings that would save from having to bore the cases. Yeah, that's the ticket...  | ||
| Jima4media |
Aaron, Terry the guy I was talking to was buying one of these kits from Millennium, and it was 3 13/16ths come to think of it. So it probably was a 584cc head instead of 600cc. Anyway, it sounds better than stock to me, and with the XB9R bike geometry and CG, it should haul butt in the Pro Thunder Class. Jim | ||
| Aaron |
Hmm, seems we just get each other more confused! When I said 88", I was referring to the common practice of punching out a Sporty to 88", with a 3-13/16 bore (techincally a tick over 87" but who's counting). Not the TC88 thingamjigy. I'm just saying that the top end of a Blast motor is the same damn thing as the top end of an Evo 1200. Same cylinder. Same piston (thunderstorm). Lightning head with some minor alterations. So all the parts necessary to do a big bore, up to 3-13/16, are already readily available from the aftermarket (Ron's are the best). The piston is a minor issue because the short stroke kills the compression. I'm reasonably certain the TC88 does not share the same bolt pattern as the 1200 Evo. Don't those have a 4" bore? You're not getting past 3-13/16 with our bolt pattern. The Evo Big Twin, yes, I believe it does use the same bolt pattern. The head gaskets interchange if memory serves. But as you point out, it's probably a whole different height. Now that's an interesting thought for a bolt-on kit ... since it's such a short stroke, just don't pull the piston down into the case area! But how would you assemble it? Details. By "spigot", I mean the lower few inches of the cylinder that stick down into the case. AW | ||
| Aaron |
Jim: I agree, it would rock! I think, though, that increasing the stroke somewhat at the same time would help some more, too. Keep about the same bore/stroke ratio. 3-13/16 by 3-1/8 is getting awfully oversquare. Smoky used to claim that the most hp per ci on a 4" bore Chevy comes at 3-5/8 stroke. So maybe 3.5 or 3.6. I dunno, I'm no motor designer. I heard once that Tilley runs a 3.6 stroke. AW | ||
| Blastin |
Anybody have a guess as to what the five different seats (tailsections?) are going to be on the firebolt? There hasn't been much discussion on the seating arrangements, and I think this bike will appeal to a wide variety of people depending on the seating arrangements. I'm guessing a single seat, a two up seat, a single seat with a flip top tail for either a passenger area (possible backrest/sissybar) or a compartment for stowage, some sort of touring package/bags, and I'm at a loss for the 5th seat. Maybe it will be a lower seat like the Blast, as long as the seat foam is much denser than the Blast seat foam! Jerry | ||
| Court |
Single Two-Up (in line) Two-Up (side by side) Club (two - facing each other for advanced riders) Pucker Resistant Race Seat (required by the FDA) Hey....but, you didn't hear it from me! Court | ||
| Blastin |
....Pucker Resistant Race Seat Glad to see someone else is also looking out for my darier. Jerry | ||
| Mikej |
I'm starting to think down-draft carb conversion for the XB. | ||
| Hoser |
Court: You forgot one.................................. Studded king / queen bench seat w/removable backrests. Did you ever see the "road zeppelin" seat HD offered as an accessory for FL models a few years ago , it had an integral air compressor with a bank of rocker switches to inflate various internal bladders ,we almost wore one out playing with it and giggling about its size and appearance. I beleive they were recalled and possibly discontinued but I could be wrong , something about distracting the rider/leading to an accident. Jeff |
