| Author | Message | ||
     Firemanjim |
S&S has a whole bunch of choices for Sportster combos.Don't remember what his was and he had an even bigger motor last year.I just remember him talking about the taller cylinders and mounting in the S-2. What are the limitations/advantages of the 5" stroker set-up,anyone ??Please chime in,Pammy,etc??I have a line on a 5" stroker motor myself. | ||
| Aaron |
The 100" S&S motor is only about a quarter inch taller than stock, and it really pushes the clearance between the right rear rocker box bolt and the frame. On the S2 it's not so bad, but on the S3 it was way too close, it dinged the frame and there was no way in hell you could remove that bolt without dropping the motor. A motor that's .5" or 1.1" taller than stock would be a real challenge to wedge in there without lots of contact taking place. You could lower the front of the motor a little with a custom mount setup, but I doubt you could buy enough rear rocker box clearance without really screwing things up. Probably be better off to modify the frame. The 100" in the Buell (4"x4" ) is about the practical limit IMO, and even it doesn't have much piston skirt left. | ||
| Jon6516 |
If the stroker you’re referring to is the guy in Minnesota (nitrogasm), it’s in a basket. I personally passed on it. To many unknowns about the condition of the parts, for the $. Now for the advantages of a stroker. Think of a pipe wrench. The longer the wrench the more tork you have. So lets look at the stock 1200. You have a smaller gear say 54T. If your going 65mph, your RPMs will be X. You need that taller gear to launch hard. With the short arm or stroke you can achieve a higher RPMs and bring the revs up quickly. Now lets say you’re on the same bike with a 5” stroke (96”). The longer arm will allow you to run a shorter gear, say 48T or smaller. You can Launch as hard at a lower RPM, your RPMs will be lower at 65mph, and you will probably be able to lift that front wheel at almost any speed in any gear. But the down side is your red line will drop and your revs won’t come up as fast. Then again with the correct gearing you will get a white knuckle ride, that will at the same time, put a grin on your face and have you dirty you shorts. :< ) edited by jon6516 on April 05, 2004 | ||
| Blake |
Jon, You can get plenty of torque from the Buell without going so far as stroking it. Would be interesting to take the low revving Buell to the extreme though I guess. It just seems awfully expensive and involved for what you get compared to a high performance top end. My '97 Cyclone dynos at 80 FT-LB at just 3,000 rpm and climbs to almost 90 FT-LB at 4,200. That's just a 1250cc kit, some headwork, cams, and a slip-on muffler. I bet you could close to 100 FT-LB with a 1250 kit and expertly configured/prepared top end including cams and exhaust. That would have to be WAY less expensive than trying to stroke the thing. And you wouldn't loose top end. | ||
| Jon6516 |
You may be right, but for $3500 in parts and machine work, ??? NRHS stage3 heads a cam, lifters, pushrods rockers, pipes, and assembly. $3800? Seems about the same. yours is more civilized, and mine more brutish. Yet it is still a Harley at hart. Speed kills Drag On! | ||
| Firemanjim |
Jon,that was who I was looking at,but I passed for many of the same reasons as you. | ||
| Anonymous |
Stock cases, S&S cyl. & heads, 96 inches & 9000 miles, still going strong | ||
| Anonymous |
The above w/ nitrous at (theoretically) the last 5% of throttle. (In theory, there is no difference between theory and practice, but in practice, there is.-- Jan L.A. Van de Schnepseut) | ||
| Vr1203 |
Just finished the turbo,VR1203t .(see the photo section) It came together real nice. I'll get some dyno time soon and post the results. | ||
| Tripper |
VR; I can't decide whether you or Peter have the Bad-Assest Buell I have ever seen. Have BIG fun on it. | ||
| Jmartz |
High Tripper.., went to TWO and Deals Gap yesterday. 440 miles, sore butt. Got some tee shirts, saw lots of bikes. In another 5 years there will be a driveway every mile in all N. GA roads. The forest has been carved a bit in and around the 28/129 junction but NC remains pristine. Too bad they have a helmet law. | ||
| Tripper |
Good on ya Jose! | ||
| Se7enth_sign |
I'm looking at cylinder head options for an 88" big bore kit on an 2001 X1. How do NHRS's stage 3 XB heads compare to their stage 3/stage 4 STD heads for this application? Thanx | ||
| Crazyeraser |
hi, i was wondering oboth geting a NOS Sneeky Pete Kit to my X1-01 . have sombody set op a bike w NOS? and can the fuelinjektion on the bike be a problem? (dubbel postet, wrong site first.. sorry) | ||
| Crazyeraser |
have not seen a singel bike that have Fuel-Injection with nitro .. looks like many wont to get it doo. | ||
| Julianshog |
Crazyeraser: I have set up many bikes with NOS including my racebike. I wouldn't use a dry nitrous system but a wet system is safe and will work great with your fuel injection. I prefer the Nitrous Express systems. Julian | ||
| Crazyeraser |
tx Julian.  . A I got it. looks likes thats the way to go. w price is a little system to a buell gone cost me, any idea? (Message edited by crazyeraser on October 02, 2004) (Message edited by crazyeraser on October 02, 2004) (Message edited by crazyeraser on October 02, 2004) | ||
| Julianshog |
Crazyeraser: You will spend about $600 for a good system that will give you up to an extra 50hp. | ||
| Radon30 |
Thinking about adding a Turbo. What cams to use? What type of piston to lower compression ration and lower to what level? | ||
| Vr1203 |
QUOTE......{Thinking about adding a Turbo. What cams to use? What type of piston to lower compression ration and lower to what level?} I have "D" ,stock, Sportster cams in now, real nice but I lost top end(I think!). 9 to 1 comp. ,you could do more with race gas,less with high boost. There's so much to think about, but it's fun to try and figure out all the problems ! Otherwise I'd would have bought a 'Busa and called it good. | ||
| Firemanjim  |
Radon,don't know which model you want to add turbo to,but stock compression is ok if you keep boost levels down.You can always do an intercooler also to keep intake temps down.But for big boost you need to lower compression and the better pistons that come with that.Be advised the stock rods will only take so much hp,(ask me how I know)and crankcase also only good up to about 180hp.Turbos like little overlap and a good exhaust lift. | ||
| Vr1203  |
So FMJ, what cams are you running that can give you good exhaust lift with very little overlap? | ||
| Peter  |
VR1203, Wasn't it you that gave me the name of a company that makes turbo specific cams for these engines? Might have been Aaron. I'll look for you next time I get back home. Basically more lift without overlap. | ||
| Vr1203 |
Hi, Peter. It might have been Leinewebercams.com . But his numbers don't look right. | ||
| Peter |
Back home. That was them. | ||
| Vr1203 |
Peter ,I talked with Jim Leineweber, Tue. He can and will build me a set of cams, I'll have $500 in them plus my cores. He says Aerocharger alway recomended stock cams when they sold the Harley turbo kits and with those kits, he has many customers use his grind and call back saying they were very happy. It could be that Aerocharger did'nt want kill a sale ,already overpriced with a specific cam install. Only thing thing I have to worry about is, valve to piston clearances. With .554" lift it will be about .100" more than I have now. Justin @ Nallin is supposed to be working on that.(I bought all my parts from them) | ||
| Aaron |
Max lift occurs while the piston is far away from the valves, TDC lift is how much they're open as the piston passes through TDC during overlap, so that's what matters for valve to piston clearance. My guess is the TDC lift numbers are pretty low ... less overlap as with turbo cams generally means lower tdc lifts. Really doubt you have an issue, but it doesn't hurt to check it. Another area you have to be careful of is 1.900 and 1.940 valves ... they push the eyebrow clearance. We make the pockets on the pistons as big as we safely can, but make it too big and they like to break between the bottom of the pocket and the top ring land. So it's a little tight with a 1.900 or 1.940 valve, particularly at stock bore (as opposed to a 1250 kit) or with a head that's been milled a lot. We tell everyone to always make the measurement if you're using a 1.900 or 1.940 valve and open up the valve pocket diameter only as needed. | ||
| Vr1203 |
Aaron ,Thanks for the info. I had 1.840" intakes installed with the 1250cc kit. Heres the numbers Jim L. suggested ,the.168" is the intake vlv TDC lift IN .544 29/64 273 242 107.5 .168 .187 EX .544 74/23 277 247 115.5 .131 | ||
| Vr1203 |
Aaron ,one more thing I have think about is "coil bind". Hopefully the valve springs Nallin installed will not bind up . | ||
| Aaron |
Jim ... no worries ... normal installed height is 1.850 to 1.900 depending on a couple factors, and all of our springs coil bind in the 1.125 to 1.150 range. The guides and seals we use allow for .700 of travel with no alterations, we can get more if we need to but we rarely do. .168 and .131 are pretty low tdc lifts. By comparison, stock "D" cams are .094/.094 and stock S1 cams are .211/.191. So it's in between, but all of those are mild numbers. Let me take a look at the spec sheet and make sure of the conversion piston's valve pocket diameter, since it's really made for 883 heads. But I'd bet you're okay. Never hurts to check though. I really don't think you should have an issue at all. I'd be more than happy to go through your heads and clean them up and check them out for you, though, no charge. |
