| Author | Message | ||
     Aaron |
Yes ... that was right after I got the bike, completely stock at that point. Got a brand new '96 in January '00. | ||
| Jim_Sb |
Aaron, A '96 new in '00! Sounds too good to be true! How did you get so lucky? Jim | ||
| Rocketman |
ROCKET POWER Here's the offending front cylinder head broken mount.  Rocket in England | ||
| Rocketman |
Again but closer.  Rocket in England | ||
| Rocketman |
Not that you can see much from this shot, but the head gasket has a very slight amount of blow by present, that seems to have occurred very recently.  Rocket in England | ||
| Rocketman |
Here's a pair of mucky valves. A fresh grind should sort 'em out !  Rocket in England | ||
| Rocketman |
Valves again  Rocket in England | ||
| Rocketman |
Here you can see how the rear cylinder base gasket has shrunk. Around the oil feed is the source of the weaping.  Rocket in England | ||
| Rocketman |
Here's a smooth bore  Rocket in England | ||
| Rocketman |
Here's another smooth bore, but this one you can see what look like scores running vertical. They look bold in the pic but that I think is a trick of the camera. In reality they don't look anywhere near as clear or bright. There's no feel to them either. They appear more as a shiny surface that's been polished.  Rocket in England | ||
| Peter |
Rocketfella | ||
| Rocketman |
Peter : Waz up, dontya fink I don't read the board. Now bugger off , you've spoilt my continuity ! Rocket in England | ||
| Rocketman |
I like this pic a lot   Rocket in England | ||
| Peter |
Rocketfella, Bight me, ya whinging Pommy git. PPiA | ||
| Rocketman |
Look at the soot on these puppies !  Rocket in England | ||
| Rocketman |
Secret file photo # 1  Rocket in England | ||
| Rocketman |
Secret file photo # 2  Rocket in England | ||
| Rocketman |
Look carefully below the swept area and you will see the holes in the bore !  Rocket in England | ||
| Rocketman |
Here's the run down I posted last week............. Judgement Day I finally got the top end pulled of the S1W. For those of you who don't know or can't remember, Rocket's Buell motor has Dick O'Brien flowed heads with stock TS valves. Stock displacement AAC's with Wiseco forged pistons. S&S crank and rods as well as other stuff that we aren't concerned with right now. Here's the findings so far after 9000 hard miles......which is approximately 20 drag meetings (all but one ridden to). 1 track day at Silverstone and 2 at Croix, in Northern France, all ridden to and from. This Buell has been thrashed across Northern Europe once and thrashed to the South of France and back too. It gets used frequently, sometimes just for shopping (posing) on, and other times I go out for a days riding, then I get home only to find I can't put it away (the Buell you fools) so there I am , off again for more two wheeled jollies usually well into the early hours Anyway, back to the topic.......... RESULTS : NGK plugs indicating a nice running motor. 200psi compression on both pots. Leak down at 17%, again on both pots. Not a weap from the rocker gaskets. Front cylinder head has broken at the front engine mount (the main reason for this endeavour) There's a slight amount of oil getting past the exhaust valve stem oil seal but it really is a nominal amount. Valves have some slight pitting and are in need of a clean up. Rear cylinder head is good but the exhaust valve stem oil seal has been weaping more than I like but it isn't that bad. Front cylinder head gasket good. Rear cylinder head gasket looks like it's just started to fail on the left side. There's compression damage to the gasket and a very very slight amount of exhaust gas staining is evident on the fin. AAC cylinders are very good. The factory honing marks can clearly be seen and there's no sign of any wear at all. The rear cylinder has a couple of marks where it looks like it might have picked up slightly but you can't feel anything. It's more like a shiny surface where someone's been busy polishing. Also, one of the cylinders has some holes in it (oh my god) !!!! I guess this is the porous element that you guys mentioned somewhere before Not to worry though, they're only a couple of pin pricks well below the stroked area. Pistons are like new. not so much as a slight mark on them. they're still shiny (and round) Hastings rings look like new. The top ring measured 19 thou gap thou, but that's ok because new rings are going in. Front cylinder base gasket has shrunk slightly but is otherwise good. Rear cylinder base gasket has been weaping for some time now. It's never been a problem but next time around, no stock gaskets for me thanks. It appears the gasket itself has shrunk slightly and it has moved a tad too. The weap is from around where the the oil feed hole is situated. S&S crank.....need I say more To conclude, this motor is looking bloody marvelous inside and I'm over the freaking moon ! Rocket in England | ||
| Aaron |
Pigtails wouldn't work on the one Millenium I tried them on. The drain hole is positioned differently. Even the gasket was unique to the Millenium. | ||
| Rocketman |
Aaron Mine are AAC's. Is there a difference ? I was going to ask you which gaskets you'd recommend. As I understand it, Cometic make a couple of types of gasket and I wanted your opinion on the head gasket too. Copper or other ? Rocket in England | ||
| Aaron |
I dunno if your AAC's are the same as my Milleniums or not, I just know that my Milleniums have the oil drain hole in a different place (less well aligned with the hole in the case) and require a matching gasket (Cometic makes it) and there's no way to make Pigtails work. I've never had good luck with copper gaskets personally. Actually, I'll go farther than that, I've had bad luck with them. Coat the daylights out of'em with CopperCoat if you go that route. These sandwich gaskets that Cometic offers seem to work well. I reused them a couple times, per Brian's story that he's reused'em 6 or more times, and had no problems at all. They're .032 by the way. AW | ||
| Rocketman |
Aaron : I've not run copper gaskets since my Triumph days and I'd have to agree with every word you said. They were mentioned only because they're available as another option, and been a lot of years since I've had any experience with them, I didn't want to write 'em off without another opinion. As for the sandwich gaskets, that's the ones I'm looking at using, except I think we call 'em wafers .032 is great. Just one question though...........the Cometic gasket that matches the Milleniums, is it the standard Cometic or special to Millenium ? Pt # ? Thanks Aaron. Maybe if I get a Brutale, the Brutal Buell can spend some time in CO on that dyno of yours !!!!! Rocket in England | ||
| Tripper |
Holy cow Rocket, your garage has a tiled floor? And your workbench is nice too. | ||
| Rocketman |
No no Tripstar, that's Just Harley's workshop ! Remember, this is under warranty. Rocket in England | ||
| Tripper |
I thought you were doing the kitchen thingy there for a moment. Not good for a wifes attitude. | ||
| Sparky |
On the Palomar VIII ride yesterday Jerry Johnson's White Lightning made a loud metallic clunk noise similar to what you hear when selecting first gear and the engine quit as he was taking off from a stop. Now the starter spins the engine fast with little compression and no fire. Spark plugs look clean, no debris. Finger in the spark plug hole results in little compression at the front and only a little more for the rear. Until the shop tears it down several theories came up and I offered that the cam drive pinion key sheared causing the cam gear timing to go astray. Is this plausable? What other scenario is likely? Sparky (having fun trying to keep up with {but trailing} the lead group) 96S1, 98S3 | ||
| Doc5339 |
Any of ya tried the 4-VALVE HEADS from MAXT ENGINES; if so, how are they? | ||
| Tripper |
Doc, I have corresponded with a fella that is placing these heads on an S1. Also using the plenum style DualCarb manifold shown on the same website. His plan was to have the engine running end of November. I will try to contact him to post here. One BIG problem he noticed right away; There is no mounting bosses cast into the front head. He is having that fabricated by a 3rd party. In my mind this oversight eliminates then from being used in a Buell chassis. 'gards, DaveT | ||
| Swon |
My name is Sam. My internet posting name is swon. I own a 1998 S1W Black Lightning. S1 (s won get it) everyone likes to ask about that. I recently purchased a set of Feuling designed 4-valve heads. The project is just getting started and we have aquired most of the parts we need. Small things need to be finalized, air cleaner brackets, exhaust, breathers, etc... The engine will use the stock bore and displacement for now. I will be boring the cases for 3 13/16" AAC cylinders later. The heads were purchased from Jeff Starke at Max T Engines in Melbourne, FL. His kit comes standard with a dual carb plenum intake. The stock Keihin 40mm CV is to be the slave carb on the left side of the bike. A Mikuni HSR42 flatslide is to be the main carb on the right side. The Mikuni will operate with the stock throttle linkage in the push-pull configuration. A cable will operate the slave carb. The CV is perfect for this application because it operates on vacuum. The Mikuni will give excellent throttle response off the line. Both carbs have Yost jet kits. We might change to S&S Super E's or G's later with the 88" bore increase. The stock S1W .497 cams are going to be kept. We believe that this engine with the stock bore and stroke is capable of at least 110 HP or more. The Thunderheart ignition module will be used. I picked it up today. This winter the bike will also be converted to a 530 chain final drive. We have a few issues to overcome. The heads were made from Big Twin castings and have no provision for the Buell front motor mount. Max T built both engine mounts for the heads. The new front mount is being modified to our specs. We are using a Force Race Pipe for the exhaust. The 4-valve exhaust ports are considerably larger and are being modified with 1 1/2" tubing in an anti-reversion configuration. The breathers will run directly into the pipe. The 4-valve rocker boxes have two different chambers (upper and lower), no possiblity of puking oil. Rubber Mikuni spigot mounts will hold the carbs. I'm using homemade race air cleaners made from Sportster parts. They will use 3" K&N filters, homemade backing plates, and steel Sportster Ham Can covers with SE S1 inserts. The bike has been changed from stock with CF fenders, CF flyscreen, Banke shifter (2001 style-reversible), Banke brake lever, a small fortune in Ti bolts, KTM aluminum handlebars and Duke II mirrors. It also has a Force solo seat with flames stitched into it, motocross bar ends and Superbike gel grips. I have taken the S1W gas tank off and I'm using an S1 tank for lighter weight. We use Nology wires and TorqueMaster plugs and with the Hemi Pentroof combustion chambers it will be changed to Single Fire. With these changes 1.4 HP maybe 1.5 HP per cubic inch should be attainable. The CR will be 11:1. We could bump it to 12:1. This engine should make a boatload of torque below 6200 RPM. The rev limiters are going to be set at about 6400 RPM. The plan is to basicly humiliate any BT we come into contact with and make them see the error of their ways. I might do some drag racing with it later. This is a streetbike. I will use mirrors, turnsignals, plates, etc... I will ride it and it will use pump gas. I would like to take it to the Flash Races in Stugis next year and the All Harley Drags in Quaker City, Ohio next Labor Day weekend. After the 4-valve heads are finished it will go on a diet to remove extra weight along with me in January. I also plan on doing a dual disc brake conversion. I'll post my E-mail address if anyone would like more info or a fuzzy picture. Feel free to contact me. Quad Cams Forever! swon swmatteo@aol.com |
