| Author | Message | ||
     Phelan |
(Queue Daft Punk)  More details tomorrow  | ||
| Phelan |
Dunno why the title had a sad face. | ||
| Griffmeister |
That's taken pretty far down, can't wait for the details. | ||
| Fotoguzzi |
can you be my Rev Dr.? | ||
| Phelan |
Ooh eeh, ooh ahh ahh, Ching, Chang, wallawalla Bing bang. | ||
| Oddball |
He told the with doctor he was in love with buell.... And then the witch doctor he told him what to do...  | ||
| Phelan |
NRHS Headwork on '07 heads (just because these are the cores I found for replacement) 1.900" intake, 1.630" exhaust valves S&S beehive springs NRHS 1250 kit with XB9 style pistons NRHS CAT4 cams (making my own timing marks and timing cup notch to use these) Hurricane pushrods This is basically next step beyond what I did before, which netted 104 RWHP (stock was 76 RWHP) with low compression (150 ccp) and stock exhaust, but this time with different pistons, chamber setup, springs, and cams, so everything is matched accordingly. Valves are on order, so once I get them in I'll cc the heads and deck them accordingly and get the pushrods for the height I need. I need 67cc chambers to use these pistons and cams, and the valve shapes should add about 3cc (deep reverse pocket in the heads), so I'm gonna sink and unshroud until I'm close on the big side, and deck them until it's spot on. (Message edited by phelan on October 26, 2015) | ||
| Tootal |
And then wire the fan to run at all times!!!  | ||
| Phelan |
Nah, I used TunerPro to make it come on a lot earlier (160*), so I don't have to hear it as much when I stop  . Definitely adding the RSS too, soon. At least the weather I getting quite cold, so I shouldn't have any issues over the winter  . (Message edited by phelan on October 27, 2015) | ||
| Hughlysses |
You know, you could probably shoe-horn an XBRR engine in there with a little effort...  | ||
| Phelan |
A little effort, yes, but a lot more dough. I also have an -07 oil pump for better scavenging, and a replacement stator and charging rotor since mine were trashed. Should be good upgrades all around . | ||
| Natexlh1000 |
Where would one find a XBRR engine? They didn't really make all that many, right? | ||
| Hughlysses |
Where would one find a XBRR engine? They didn't really make all that many, right? I'm pretty sure at least one has been for sale in the classifieds here or on ebay in the last year or so. Yes, I imagine they are pretty scarce. I often wonder if Buell would have been allowed to push the XB engine any farther if HD hadn't shut them down. They were able to incorporate the XBRR oiling system and crank improvements in the 08-up XB. I'd love to see a big bore/short stroke XB engine built up for the street. | ||
| Phelan |
HD doomed them in as soon as they said no to the Turbo plans in 2001/2. That's why the early bikes had a hole through the frame, was for turbo plumbing. Making progress; 1250 kit is prepped, and the heads are almost done porting. Next is making timing marks on the cams and cutting a new timing notch, then clearancing the cam chest. | ||
| Hughlysses |
Sorry for the short thread hijack- just found this thread on a Sportster forum showing an XBRR engine build-up: http://xlforum.net/vbportal/forums/showthread.php? t=829935 Apparently 50 XBRR bikes and 156 engines were built. Parts were still available from EBR in 2010 but they were NOT cheap. Lots of photos in the thread showing some very interesting features on this engine. | ||
| Oddball |
Maybe someone can talk S&S into buying the rights and producing those engines? I so wanted an xbrr or it's engine back in the fire sale days. They just didn't go quite cheap enough for me. | ||
| Phelan |
I timed my cams the easy way. We have CAT3 cams for XL and XB, and CAT4s for XL only. I laid out a set of each and counted the marks from the lobes on the CAT3s, and then transposed teeth difference between the timing marks onto the CAT4s. Then I engraved the new marks and dremel-cut the new timing cup notch. It sounds more complicated than it was. The #4 cam is the same on either.   I didn't have to clearance the cam chest, but I did have to shave the backside of the lobes on the #2 and #3 cams, as otherwise they would hit the crank bearing race.  Success!  | ||
| Phelan |
Been a busy few days! Yesterday I finished porting the heads, and got the valves in. I didn't realize until just before I started the valve job, that both of the studs on the front head were trashed. I got these heads as cores for this build; they were from an 07 Uly that broke a rod. We tried welding nuts to the studs to crank them out, but the little bit of the studs protruding broke off. So I had to cut them flush and drill them out, and helicoil the holes to install new studs. That was WORK.  Once I got that done, I did the valve job and assembled the heads without seals to cc them, and came up with 70cc. I wanted 67cc on these heads, and expected to be big, so that I could deck them to inch into proper chamber size and choose appropriate pushrods afterward. The last thing I did last night was paint the heads red. This morning, I highlighted the fins, decked the heads, cleaned them up and assembled them.  Then this afternoon I coated the piston to and found everything well within tolerance. Squish was big at .045" so I sprung for some .010" base gaskets to bring it down to .035". This evening, once work was done for the day, I started assembling the bike. Here are the heads installed.  And this is as far as I got tonight. I'm so close to starting her up for the first heat cycle...  | ||
| Arry |
It's fun to watch your project progress. My Uly is mostly stock, so I can hardly imagine that kind of power. | ||
| Phelan |
Thanks! I did get the bike running yesterday; today I need to change the rear tire and put some miles on it to try and dial in the timing and tuning a bit more. The dyno here at NRHS is pretty conservative; stock this bike made 76 RWHP, which is on par with the other 2 Ulys we dyno'd recently (75 and 80, both with ECMs and aftermarket exhausts). The previous build I had made 104 RWHP on the same dyno. My goal for this build is 110-115. I told Dan I'm taking bets, and his was 108. We'll see in a few weeks  . | ||
| Ourdee |
Ross, What are you thinking on life expectancy for the motor. What I mean is should it hold up near as well as stock. Or will there be shorter service intervals for anything in particular outside of tires. I like it so far. | ||
| Big_island_rider |
Hope you have a large supply of belts. | ||
| Phelan |
Belt isn't in any worse shape than when the bike is together; I have an XT shock on there and the preload was turned all the way down. Also this is the 2008 spec belt, which is stronger as well. Done this several times with no issues. As far as reliability, only time I ever broke an engine part was the valve seats when the ECM was going out, because the heads got hot enough to move the seats. I shouldn't have that problem this time around, with a new ECM and relocated out of harm's way. Bronze gear looks like new, crank is sound, and I'm not running 12:1 like other guys using these pistons. I'm not expecting any reliability issues once I get it broken in and tuned properly. It's not the power it has, but how it's used, that wears this stuff out. Precision tolerances go a long way. | ||
| Hughlysses |
Phelan- how much did you raise the forks on your bike? I recently installed an XT rear shock on mine. I raised the forks 1 inch (the max I could with Precision Eng. bar risers). | ||
| Phelan |
Same way and amount as you did, I just haven't changed the kickstand yet. I also have PreEng risers, but the fatbar conversion ones. But I'm actually converting the bike to a Lightning with SS suspension and a short tail before long | ||
| Popeyerm |
I'm also following your progress with interest - I'm now considering purchasing a higher mileage Uly and taking-on an engine rebuild. Thanks for sharing your journey! |
