| Author | Message | ||
     Blake |
Yeah, that's what I meant to say... check the fuel regulator... geez, I had a turbo on my '70 Chevelle SS. Brain cells, where have they gone? | ||
| Stantherock |
Concerning Millennium cylinders, I would check them closely for defects. I recently went to 88ci and MT sent me 2 cylinders with Wiseco pistons. 1 cylinder was not placed in the boring machine correctly because all holes were off center leaving almost no gasket space on 1 side. MT sent another cylinder, but with no piston. The other piston would not fit. They sent 2 more cylinders, 1 with a Wiseco piston and the other with a JP piston. The cylinder with the Wiseco fitted piston had pits in the wall. They sent another cylinder with piston, which is now on my bike. I will say that their customer service is good as they sent everything overnight, but give me a break; this delayed my project and had me looking at Axtell real hard. Stantherock | ||
| Vr1203 |
I finished the fuel system and exhaust repair. Just took it out for a spin, Big ol' power wheelie just before shifting into 2nd. Real big surge at high RPM . Mid range is off,kind of flat . Looks like I'll have it finished for the Waterloo IA. Battletrax. So the question was how much diff. does a 1/4" hole in the exhaust make....a difference but not a great big one. | ||
| Peter |
Jim, Have you had a chance to dyno it yet? PPiA | ||
| Vr1203 |
Peter, Maybe @ Waterloo.I'm guessing with my calibrated butt  (I had a Vmax and a NOS Duc to use as a reference)about 120-130hp.It pulls more violent at high rpm than my old bikes however they did'nt have a real big hole in the middle. My butt could mistake that for big HP numbers  | ||
| Roc |
Vr1203 - what are you running for cylinder heads and pistons? Was Aerocharger a help with jetting it? Thanks | ||
| Vr1203 |
"Vr1203 - what are you running for cylinder heads and pistons? Was Aerocharger a help with jetting it? Thanks " Roc,Thunderstorm heads ,Aerocharger tried to help; yours and my problem is more basic than fine tuning and jetting.I'm guessing I've multiple problems that are camouflaging each other.I fixed some of them and I'm getting there. | ||
| Roc |
Thanks to all for their help. I talked to another guy at Aerocharger today and his first thought was fuel pressure, concerning my stutter/problems under load. I have the fork legs off for some work and as long as it is down I am seriously thinking about going for some more power. Now maybe Wiseco 8.5/1 pistons, t-storm heads, and an intercooler. Any constructive input is appreciated. | ||
| Roc |
I spoke with fellow Bueller named Peter today. He is pretty experienced with the aerochargers and helped me do some planning for the S2. One thing he recommended is S&S rods. He was told they should be used any time over 92hp, I think that was the number, is made. Does anyone have any input on this? | ||
| Blake |
I'd trust the Ozzie. Sounds a bit conservative, but probably is wise. | ||
| Peter |
Blake, I got a chuckle there. The Peter Roc spoke to is another Peter. I've also been talking with him a bit about his turbo'd S2. I have my bottom end apart as the noise in Heins engine was a big end about to die, so I've also ordered some S&S rods for peace of mind. I wanted Carrillos until I found out their price in Holland  . PPiA | ||
| Mikej |
Rods are usually cheaper than cases, usually, just depends on how hard you're going to stress the envelope. | ||
| Blake |
Now you have my curiosity peaked. What is the failure mode of a stock rod when subjected to extreme loads? Is it a bearing failure mode or catastrophic buckling, or...? And, wouldn't the risk of failure be as much or more related to engine torque rather than HP? So that even if you never spun the engine over 5000 rpm, but had massive mid-range or low end torque, you would risk failure? | ||
| X1glider |
Roc, I read an article by Tom Johnson at one time (who works for S&S and writes articles for American Iron mag too) who answered the same question you ask. He mentioned that stock Harley XL rods are good up to 110 lbs of torque (and still have reliability). HP? Where most Harleys are operated at (low rpm) it's not an issue but at higher rpms and therefore higher HP, it might be an issue. He didn't mention an application for a Buell. But for most Sporty owners, he said the only reason to go to S&S was because you want S&S parts. An advantage of going the S&S route other than satisfying your woes of strength would be that you can get a small diameter pinion so that you can slow down the rpms of the roller bearings. It's my understanding that racing cranks are ground with smaller crank journals for this purpose. I also understand that HD overbuilt the crankshaft assy to begin with knowing that the XL motors can go up to a 5" stroke. My .02 now: I think torque won't be an issue in your planning stages. I'd be more concerned about combustion chamber pressures emmitting excessive compressive loads on the rods. The other ways of gaining torque: bigger bore, longer stroke, won't cause as much stress as really high combustion chamber pressures. If you have a 10:1 compression ratio now, by the time an Aerocharger gets done filling the cylinder, you might actually have 15:1. That's a lot for the rods to handle in my humble opinion. | ||
| Jmartz |
Seems like most of us are ok with the stock rods as most Buells are making well under 110 ft. lbs. of torque. An S&S rod set requires rebalancing of the motor by adding weight. Extra reciprocating weight will put more stress on the rotaing assembly. The rods will be stronger but the motor/crankpin bearings will be under more stress. Those things should only be used when absolutely necessary. | ||
| X1glider |
Oh, just loosen the grip on yer wallet and buy the whole flywheel, rod and piston set-up! You know you want it. It'll be balanced for you too when you get it.  | ||
| Mikej |
Some of the failed rods I've seen were stretched into an oval where they wrap around the main journal. From this: (_) to this: (__) (use your imagination to convert the ascii-art to reality). One had stretched to the point of breaking on one side, the other held until shutdown (with rod-knock sounding like a jackhammer inside) from what I was told. The extra reciprocating weight, if properly balanced, is not supposed to be an issue with bearings and such simply due to the actual balancing. Balanced is balanced. Now just slap in some heavier rods without balancing and you will probably not be happy for very long. But I'm just a backyard amateur to all this stuff. Balanced is good, smooth is good, a rod sticking out of the front of an engine case in not good. | ||
| Jmartz |
MIke: Reading you post above, it seems to me you crave riding some good roads. I would like to offer you free shelter in Atlanta for a vist to Deals Gap. Take me on before my wife makes me change my mind. Jose | ||
| Johnsachs |
Peter, On the rod issue,we've had some stupid boost pressure,25+lbs.,through Jim's motor,and all I found wrong was a bad piston and a real bad turbo.We used S&S rods on the rebuild anyway.The next weakest link in the chain will be the stock pinion shaft,so you might as well put in a complete set of S&S wheels.Jim had 11,000 hard miles on the motor. John | ||
| Roc |
I think I will leave the rods alone. Thanks all - Rocky | ||
| Peter |
John, I started trying to eliminate all the potential weak spots as I started upping HP in my head. I ended up with a theoretical $20,000 engine  , so for now I'm just changing the rods and fitting a Jims crankpin. PPiA | ||
| Mikej |
This year is booked fairly tight for me, I'm starting to look at next year for longer stuff with the bike. (Unless, of course, I win a certain drawing.) | ||
| Rapid49 |
C'mon nobbody has any opinion on sticking valves  | ||
| Rapid49 |
sorry wrong board | ||
| Lee |
Anyone have any good nitrous stories out there. I'm toying with the idea on my X1. Will it work with fuel injection? Does NOS make a kit? Worth it? Thanks in advance, Lee | ||
| Mrmongo |
Hello all of you!I´m all new on this site.Sitting in Sweden,Europe trying to improve my english!I´m am a happy owner of a Thunderbolt S3T-98 loking for more power!Have just ordered Redshift 567 cams,Axtell piston and waiting to get it back from Calas High-performance in Stockholm,Sweden.Offcourse he will shape up the heads(not TS)and add some compression.Then the new Zippers-catalog dropt in with there new 88 and 99 inch kits!Have anyone of you tried those ones?My goals are,the worlds most powerfull and beatyfull sporttourer(at least in Sweden)There are only 4-5 S3T:s in Sweden,people just can´t understand thats a Buell.Sorry to say it but H-D stores are absolutely uninterested of selling and give service to Buellowners."Idiots".Having the same experience?No surprise to me.I really hope my 2500 dollars will pay off!Any ideas what I will get?My new paint with scallops in black,heated grips,new windscreen etc will ofcourse add some power!Is it really necessary to change carb to a mikuni?Any good upgrades on a CV you can recomend?I have a V-H slipon allready and of course all carbonfibre money can buy!It looks great and I hope it will run the way it looks very soon.Cheers all Buell-freaks.Mr mongo | ||
| Vr1203 |
Lee, Heres a pic of my ole' "Duc On The Juice", its really easy to install,but the safety interlocks have to be reliably done.And its like drugs you'll always want more!  | ||
| Lee |
VR, cool, cool and more cool!!!! How much power did she make on the juice? Do you know anyone who's done it to an X1? | ||
| Ken01mp |
i have an 01 M2 Cyclone with V&H, K&N, thunderslide, and compufire programmable ignition. i had it dyno-tuned at 85 rwhp, but want way more. NOS is in the near future, but im thinking about a set of cams, too. can anyone tell me what the biggest set of cams i can run and still be streetable, like a 3000 to 7000 rpm range? i want 100 rwhp, is this possible without headwork? i can sacrifice low end grunt for top end rush and cam hit, and want to for that matter. i dont want to rev my bike out to 7 grand, only to realize that it stopped making power a grand ago, i want that rush that doesnt stop till i ping the limiter. any suggestions are greatly appreciated. thanks a ton Ken | ||
| Vr1203 |
Ken, The NOS people will get you the info you need. I think the kit they sold me had three diff jet pairs. 10,12,and 15 HP per cylinder.I started with the 10's and wanted more and went with the 12's but did'nt try the 15's . They advised forged pistons when using the 15's.If you used the 12's you would get 24HP and that would put you over 100HP |
