| Author | Message | ||
     Deanh8 |
Potential 1125 buyer looking to get some info. How hard is it to get into the 140-150whp range? Big bore? Has anyone ported their throttle bodies? Heads? Cams? How much more can we go? 170whp? (Message edited by Deanh8 on March 30, 2013) | ||
| Hybridmomentspass |
maybe contact EBR about their DSB kits? or the American Sport Bike parts? | ||
| Hybridmomentspass |
oops, I didn't mean American sport bikes, I meant American Super Bike (class) when you type "A" "S" "B" it automatically adds the American Sport Bike in, sorry | ||
| Stirz007 |
With race chip, race exhaust, K&N air fllter you'll add 10-15% right away and better response across the full rpm range. To get to the numbers you're talking, raise compression to 14:1 to 15:1 (i.e., Daytona SuperBike DSB build) and you're at 150 or better... but you'll need to run 98 octane gas to control detonation. 150 plus HP sacrifices little dependability but not sure how high you can go before grenading on a regular basis also lower altitude, better numbers... The EBR guys probably know the answer to the how big can you go question. (Message edited by Stirz007 on March 31, 2013) | ||
| D_adams |
Very easy. Just a pipe and ecm will get you into that range, depending on where the bike baselined at. Mine started at 122-123 and is at 139-140 right now. EBR's test mule hit 143 with one of my systems on it. | ||
| Deanh8 |
15:1 compression for 150hp doesn't seem worth it. Would rather try to make the power with air flow. Porting heads, intake manifolds and throttle bodies but wondering what gains can be had or if anyone had done it. How restrictive is the stock exhaust. If I do intake and tune without a pipe will it be a waste. | ||
| Rodrob |
Doing the intake is no easy task. To do any serious porting on the heads you have to add material. which means machining out the ports and plugging with aluminum. Then you will need bigger valves to take advantage, so new seats etc, and cams to adjust timing. Then you need to supply enough fuel, so shower injectors might be needed. To go to 15:1 compression you will need to shave the heads to minimum P to V clearance, so don't miss a shift. Then add ARP head studs or you will blow gaskets. IMHO, the most accessible power is available by modest compression increase, high flow exhaust, race ecm. Beyond that you are into some serious work, with diminishing gains and reduced reliability. | ||
| D_adams |
This was mine stock, 122 hp. The other line in it was my first attempt at modifying a stock exhaust, lost a little bit of power.  Same bike a couple years later, no engine work, 30k miles later but a hand built exhaust with EBR's full race tune. Stock air filter even. The rpm scaling is off, they based it on rear wheel diameter to calculate it, but either way, it's at 140 at the wheel on a superflow dyno, same thing EBR uses. The one they tuned made 143 at the wheel, but it started a little higher hp than mine did. I'll call it roughly a 18 hp gain with just a pipe and tune on my personal ride. I think there's points in there that exceed 20+ hp over stock. Yours may not match mine, but it's a decent indicator of what you can expect. It is a noticeable difference in power.  | ||
| Hurricaneleah |
I will have some big bore numbers on the 1190 kit shortly (i am running it in my Pikes Peak 1125CR). I had the opportunity to ride/drag race the prototype 1190 big bore kit a year ago. I was told it was good for 155hp in a streetable compression ratio. We ran a 10.007 @ 140mph on a crappy track in a strapped/lowered stock chassis with a 'stock' chain drive swingarm,and it was an exercise in wheelie control. The 155hp number is very believable to me. My experience reflects robs....there is not a lot you can get out of porting (on a flow bench)on the intake side without a lot of work. there is a little bit to be had on the exhaust side, but it isn't huge gains by any means. These things really like compression though...the pikes peak bike will be my first hardcore development with the 1125 engine and i will be happy to report the results. I have baseline data and data with stock compression and the EBR daytona sportbike pipe now and we will be building the 1125/1190 in the next couple of weeks. | ||
| 99buellx1 |
EBR exhaust, ECM. Everything else bone stock.  | ||
| Deanh8 |
Who sells the big bore kit? | ||
| D_adams |
EBR, but pricing was never announced. | ||
| Zac4mac |
My Loretta, on 3 different dynos(2 DynoJet 200s and a ??) did 126-128HP stock. Last May, with a K&N, EBR ECM and Drummer... she did 114. I think the fuel pump is dying, just haven't had time to get her on a lift to change the pump. I don't think there's much to be gained with porting, but since that's what I do, I'll look into it when I do the fuel pump. Hope this helps some... Z | ||
| Cherry_bomb |
mine (track 1125) does a 140hp with k&n, twin-stacks, ebr-ecm (stock exhaust) and stock exhaust with cat. converter. i just remodeled the intake snorkel with cfk (thinner, larger diameter). my other 1125R (k&n, ebr ecm, remus exhaust) only puts 128hp to the rear wheel. now, i put the stock can back on and spend her tm-stacks, i'll put her on the dyno as soon as the white shit here is gone... |
