| Author | Message | ||
     Nallac |
I would like to know hows the easy way to get 100hp,and no i'm not getting a R1, etc....been there done that. I would like,no, love more power. So what does it take to get 100Hp + at the wheel?. Standard bore & porting, cams? 1250 & cams?. 1250 & cams & porting?. Or the big daddy 1450+ everything... So what have people got???????. P.s its a pipe dream at the mo,but would like to know for the future... | ||
| Rich |
A. Open engine B. Open wallet C. Empty contents of wallet into engine There ya go! | ||
| Harold |
Going to 88 cubes will get you close, leaving everything else as is, or as mentioned, MORE money gets you further. My 88 makes 124, but the torque difference the extra displacement makes is where it is at. You will only make the high hp numbers at high RPM's, over 6K, but the torque is there where you and your motor spend 99% of your time. There is no replacement for displacement. | ||
| Cyclonemick |
A 1250 kit with obvious K&N or performance air filter, and a Head Job would put you where you want to be! You will also need a good exhaust system to match! | ||
| Bartimus |
My '95 S2 is making 104 RWHP with the help of a forcewinder intake, 1250 NRHS stage 2 kit, stock headers, V&H exhaust, Dyna 2000 ECM, Barnett clutch, progressive fork springs, and a Works rear shock. Its worked well for me for the last 27,000 miles. YMMV | ||
| Road_thing |
Head Jobs usually put me where I want to be... rt | ||
| Loki |
in my case..... My '97 S1 has stage 2 light heads, stock 97 cams, Mik 42, early race header and 'trapp can, 1250 kitted at 10.25. 104hp and 95 ft lbs at the wheel. | ||
| Preybird1 |
Mine peaks at 117 rwhp I have a 1250 kit stage 2 port and polish with smaller 7mm stailess valves, SE 5.36 cams. Also i have xb heads and custom ECM mapping and dyno. Done by JTS performance. | ||
| Brinnutz |
I'm using xb9 cams, xb heads, xb grind cams made for XL cases, thet 8 pin screamin' eagle selectable ignition for sporties. Should put me over 100rwhp. If you want a 1250 kit, I have one I never installed on a bike I bought new I can sell ya. They are designed for XB heads though. =) I also have two sets of cams you would probably be interested in. | ||
| Preybird1 |
The XL heads should work for that kit also. But you do have to have the head temp sensor hole drilled and tapped. | ||
| Easy_rider |
Wilson..... Why are you selling the 1250? Wasn't that the original goal? Since I stole your cylinders and heads what are you going to go with now? Callan, The comments here probably helped you narrow down what you need. A few of the sponsors have dyno sheets on their website that might help you out, though it starts taking some study-time to see what the differences are. | ||
| Hootowl |
"Head Jobs usually put me where I want to be... rt" You sir, are a dirty old man. And I agree completely of course. | ||
| Eboos |
Stock heads, pistons, header and ignition. SE .497 cams. Crossroads air cleaner (possibly dirty) Wilieco muffler (needed repacking) Mikuni HSR42 carb. 79.9HP - 69.9TQ with the rear tire pressure at 25psi. Next time I dyno it, I will have the tire pressure a lot higher, repacked muffler and a clean pro series air cleaner. | ||
| Nallac |
Cheers guys,its interesting to see most have 1250 kits with ported heads and only one mention of cams to go with them. While i'd love to go the 88" route its toooooo much money, if ya split the cases might as well rebuild the whole engine, oh and the X1's my only transport. So if any upgrades happen it needs to be done over a weekend.a 1250 kit would be a good weekend Day project. I have looked at the sponsors sites and drooled over the Dyno Graphs. Its good to have the real life experiences from you guys. | ||
| Bluzm2 |
Wilson, I'll take the X1 cams. I've been meaning to call ya on them... Brad | ||
| Phelan |
Callan, wrap your pipes a little further down like everone else and that should put you where you wanna be... Lol jk of course. 2 issues with your goal. 1. You're in NZ, which is gonna make it impossible to ship stuff out there 2. You're in NZ on an X1, which is just too many letters to keep up with. Jk man, now that I got the jokes out my system, I personally would look for someone at a similar elevation as you, who makes the power on their X1 that you want, mimic their build, and use ECMspy to copy their ECM so you have a good starting point. I say this because from what I've seen, the hardest part with the DDFI is finding someone that knows what they're doing as far as tuning goes. I'm only speaking from what I've read though. I ADMIT THAT I HAVE NO EXPERIENCE WITH DDFI. I DO know stage II heads, .536 cams, and forged pistons with 10.5-11:1 CR with the right tune should put you right where you wanna be. Make sure to clearance your rockerboxes for higher lift and dur. cams, though, or you'll be constantly replacing gaskets, if not breaking other stuff. When I had custom STD heads, I even had to clearance the lower boxes because the SPRINGS were too massive to fit without it. | ||
| Beachbuell |
SE cams SE lifters Valve Job Head Work SE Forged Pistons V&H Exhaust S&S Air Cleaner Kit Dyno Jet Carb Will get you there! | ||
| Rick_a |
I got to 96hp and 84lb-ft with XB heads, N9 cam, 10.5:1, race header with Supertrapp, and a 42mm Mikuni. It hit so hard down low that I got fed up with spinning the tire coming out of slow corners. It also ran a bit hot and pinged in traffic. Next time around came a 1250 kit (nikasil cylinders) @10.2:1, 45mm Mikuni, and headwork. It runs a lot cooler, smoother, and now is 100hp and 92ft-lbs. It's been screwed up near redline for some time and have yet to figure it out. From what I've been told it should be putting out 110-115hp peak. It's definitely worth it. It's an absolute blast to ride. People always tell me I need a faster, lighter bike. Well, it suits my speed, my style, and my uses. | ||
| Phelan |
how did you fit N9s with XB heads? i ws told the .555s had too much duration for stock XB heads and wouldnt work unless you have the valves sunk. | ||
| Rick_a |
The exhaust valves were back-cut and the (oversized) intakes sunk. Eyebrow clearance some pistons are an issue, too. | ||
| The4ork |
hasnt been mentioned yet... but i have stage 3 nrhs XB ported heads, XB9 pistons (with slightly deeper valve reliefs cut in them) stock crappy early s1 cams, jet kit, and force exhaust. cant decide if cams or ignition is next. im thinking s1w cams, and an ignition to keep it cheap. i blew the pants off of an xb12R, and they have 108HP at the flywheel, so im gussing im making close to or slightly over 100whp. def. more than 108hp at the crank tho! | ||
| Preybird1 |
My clutch was slipping under full power on the dyno in 5th gear. So the shop could not get it past 117 rwhp. So i got a snap shot of the dyno run in 4th gear. I coudn't get the pic from 5th gear, As soon as you rolled on the throttle hard it would start slipping away! http://www.badweatherbikers.com/buell/messages/171 43/435912.html?1250309678 | ||
| Phelan |
Ricky, the XB12s make about 90 HP at the rear wheel. | ||
| The4ork |
damn the rear wheel eats up 18hp! | ||
| Phelan |
Avg drivetrain loss for any vehicle is 15% or more, like Geico. | ||
| Nallac |
sounds like i need a 1250 kit,ported heads and cams....and a good Dyno. The heads are going to be the hard part, will have to find a good Head job over here.(nothing like a good head job!) Can't afford to have the X1 off the road for to long. | ||
| Ducxl |
My clutch was slipping under full power on the dyno in 5th gear. I too had similar issues with an 89 inch EVO Sportster i once built.Shorted stators,stripped final drive sprocket splines,broken clutch gear,broken third gear countershaft.EVERYTHING south of the crank broke These engines' aren't ENGINEERED for much anything above 100 RWHP without becoming GRENADE motors.I keep my Buells' bone stock now and have another make of motorcycle with a much higher state of engineered performance for tinkering with engine mods. Just a humble observation and a warning that you'll always be chasing your tail with weak links in engine architecture | ||
| Phelan |
The problem there is that the '88-'89 cases/lower ends were the absolute worst when it came to performance reliability. | ||
| Ducxl |
VERY true that.The cases were 1987 cases bored out to accept 3.625 juggs.they certainly have improved a lot since then but i still feel these are performance limited engines.Limited by reliability. | ||
| Preybird1 |
I find these bikes more reliable once all the stock parts are out, And replaced with high quality after market parts. I have as many aftermarket parts as i can have on the bike. Some of the parts that are from the dealer are only the parts necessary to keep the bike running and there are no after market parts to replace them with. Then i will buy them. But i want reliable parts not HD poor quality control parts crap! | ||
| Phelan |
That's why my dream 90" 4-valve EFI build will be on S&S cases  . |
