| Author | Message | ||
     Bad_karma |
Does anyone have experience with the Revolution Performance 90" big bore kit? | ||
| Firemanjim |
Joe,I had the earlier version 88" motor and loved it. A friend has the 90" in his M-2 and it is sweet.Terry Parsley has done several. Brian is currently building my 100" motor. | ||
| Sjh |
I have the rev 90" kit in my X1 | ||
| Bad_karma |
I know for best results a cam change and ported heads or upgrade would be needed. But at this point the funds make these mods a none option. I have an Hsr 42, thunderstorm heads and a two brothers can on the later 2.5" header. Will this combo be an improvement until I can do a head upgrade, or will it be a waste. Thanks for your input it is valued. Joe (Message edited by bad_karma on March 21, 2007) | ||
| Sjh |
I would still consider since it is easy to do cams, heads, and other mods while the motor is still in the bike. When I started I only did 536 cams and pretty much stock xb heads. If you are tearing down a completely good running motor and would rather not messing with your bike all of the time it may be better to stash some cash and do it all at once or as much as you can. But if you have to tear it down that far for other repairs I would say go for it. | ||
| Bad_karma |
Sjh the motor is down to recover pieces of the rear piston. Joe | ||
| Sjh |
If you are close to splitting the cases now, I would go for it and do other mods along the way. The labor intense part of it will be done after the cases are cut, put together, and all the other acc. installed. | ||
| Dfbutler |
I installed their 1250 kit with the 10.5 pistons. It really is only a couple of hundred more if you have to redo the existing cylinders and there is a noticeable difference. Mine seems to run smoother and the is a subtle increase in power across the whole range kind of like upgrading to race module after intake and exhaust mods, plus it sounds better - deeper, throatier. | ||
| Firstbuell |
I am SUPER pleased with my 90" kit, built by Terry Parsley with Nallin's cooperation & assistance. they cooked up a max-torque formula, using stage 2 porting on my original Thunderheads plus SE636 lobes - no fancy cams/rockers/pushrods/tubes/clearances Dynojet rang up 100+ bhp & 100+ lb-ft [on stock Keihin with race air filter & V&H muff] I'm VERY happy | ||
| Phat_j |
firstbuell, lots more to be had there.... think more air... | ||
| Bad_karma |
I'm going to go with the zipper 88" kit, head work with larger valves, set of cams and A HSR 45. Looking to get the 100+ lb-ft from 3200 on. Should go nicely with the six speed. I want to put the revtech 90" on the S1W. But that is another event at a later time and some serious overtime. Joe | ||
| Phat_j |
here's my point, my 1250 kit with stock xb heads is at 103.9 hp, and 88lbs on 77cubic inches, at 88 or 90, you should have alot more .... | ||
| Eengler2 |
88lbs on 77cubic inches, at 88 or 90, you should have alot more .... He does...12+ more lb-ft. | ||
| Not_purple_s2 |
Yeah, There's probably a lot more difference in power than just peak numbers between 104hp/88ftlbs from 77cid and 100hp/100ftlbs from 88cid. I would imagine that the power bands/delivery are very different. | ||
| Phat_j |
i agree, we are talking oranges and tanjorines here, but my main point is i know there is more to be had in that motor, particularly the carb is just too darn small. | ||
| Rick_a |
I concur. | ||
| Bad_karma |
Phat_j I think you are probably correct with the carb sizing assuming an all out race environment. But the 45 should still provide some upper rpm operation while still maintaining good velocity for lower and mid rpm performance and manners. | ||
| Phat_j |
karma, were not lookin at a 45 here, were lookin at a stock cv........ way too small Dynojet rang up 100+ bhp & 100+ lb-ft [on stock Keihin with race air filter & V&H muff] (Message edited by phat_j on April 14, 2007) |
