| Author | Message | ||
     Gohot |
To start, I have a 1998 M2 with the usual stuff ie. upgrades: Thunderstorm Heads, Thunder jetting, S&S air cleaner, V&H SS R can. So heres the things that I need clarification on: XB Heads on earlier motor, also I often have heard reference to using the XB Rocker covers and such, Is there significant increases with these later motor heads? And the rocker box thing, is it just looks, or big cam clearance? Now I'v also read bits on the forum here where the later crank with smooth outer surfaces, verses the heavier older cranks are the way to go, with 1/2 LB. less weight, thus quicker revs. Anyone's opinion on the best combination of crank-rod-pin-bearing configuration for My M2? Since your in down that far, working on crank setup, and the rest starts to take shape as you incorperate more performance parts as you build, are 12.0 compression pistons a little too much for street motors? 74" motors to be exact. Here in North Carolina I get 93 octane premium, and when I first got here I saw they had Sonoco gas, and I was stoked at the posabillitys, but it turns out that "I think" the Sunoco has too much alchahol in it as it just is a disapointment as far as I was concerned. I guess I expected aviation like fuell or some feelable increase, ...My mistake... well I found that My Buell likes Shell 93 out here, not unlike when I was using it in Cal. at 92 octane. And lastly, on a little different note, the Buell's are twin-fire arent they? And is there a difference in exhaust sound versus the single-fire coil arangements, I mean I know its to burn unburnt fuel for emissions and a good thing probably, well sure it is, for the air anyway. Just wondering if the sound would be more distinct potato-potato like. | ||
| Rick_a |
I had a former Buell race team manager tell me that the single best improvement I could make was the new style crankshaft. That's stretching things a bit. The motor will rev a little more freely, but it's not a tremendous difference. It is in theory a stronger assembly. Next was XB heads. They're usually only worth a few HP over Thunderstorms with a huge improvement in the valve train. If sustaining high revs is important they may be worth it. Getting the heads ported is probably the best option. Done by an experienced professional with welding skills can net some solid gains. IMO 10.2:1 to 10.5:1 compression is a good compromise. Leave the 11:1 and up to the track only bikes. Many people have gotten away with it, but for the small gains and added strain on the engine it's not worth it. High compression plus hot weather and/or stop and go traffic are not your friend. Buell ignitions are dual fire. They work well even for performance applications once timed for the application. Single fires can feel smoother and those with independent rear cylinder adjustments can gain a HP or two, but it won't change the sound or make a significant performance gain. For radical set-ups it can be a necessity, but for mild builds fully adjustable ignitions are hardly necessary. If you have the cash and like a lot of usable torque the big bore options start looking really good. |
