| Author | Message | ||
     Harold |
I got my S1W with the 88 engine back from the rebuilders. It took longer than expected due to the bottom end needing rebuilding too. So I had them do the windage tray and install oil scrapers. Had an increase of around 30 hp and 8 ft/lbs. The before and after numbers are on the chart. The torque scale is on the right and different than the hp on the left, which kind of makes it hard to read.  | ||
| Ebutch |
Harry lets see some pics of that BEAST.  | ||
| Rick_a |
Pretty fierce. That bottom end power looks ridiculous. | ||
| Richsm2 |
where is the build list? | ||
| The_italian_job |
I'd like to know, if it's not too personal, the cost of the engine kit... | ||
| 186bigtwin |
If Wes did the heads, 123HP is a sure thing. I bet it's a blast to ride....... | ||
| Harold |
The original build was: 42 Mikuni 12:1 CP pistons Andrews N6 cams Race Air filter Stock exhaust with Vance/Hines muffler New Build: 45 Mikuni Andrews .600 lift cams Wes port/polish heads and intake manifold 2.0 Intake valves 1.55 Exhaust valves CR-SR-BH Bee Hive springs CR-100E lifters DTT1005 ignition BTX-11 clutch pack Rings and replate cylinders Windage tray/oil scraper New bottom end, bearings, seals, gaskets, etc. Same exhaust, muffler-rebuilt. As far as cost, it was more than $6K without the carb, BUT, mine required more work, like the bottom end not being balanced originally and causing the bearings to start failing and scoring the cylinders. As far as fun factor, it isn't a lot different than before, unless you rev it up. On the dragstrip, the extra 30 HP would have to be noticed, but with a 8 ft/lb torque difference in normal riding when you started with 100, it isn't noticeable in seat of the pants dyno. It isn't broken in fully yet either, and I haven't had a chance to ride it but twice. I am ready to take to the drag strip and see what it will do. AND it does scare women, dogs, and stray animals when cranked up. 3rd gear will still not power wheelie, but 2nd gear is a joke. I have seen high HP numbers from high RPM's, but high torque numbers are what you feel in your pants, and this one has high torque for a wide range of RPM's, and the HP increase was from holding that torque to a higher RPM than before. If someone was to do their bike to 88, I would suggest having it balanced at the same time, to avoid a lot of the expense that I went through. Cycle Rama did an excellent job, but as they got into the motor, there was more needed than what we anticipated with the few miles on the 88 conversion. Having it changed to 88 from someone like them in the beginning would be cheaper in the long run by far. The old saying about quality doesn't cost-it pays comes into these kind of builds. I expect this bike to last till I can't ride anymore, and then it will sit in my living room. The balancing is obvious at idle, and when getting on the right wrist. The bike runs as good/smooth as stock in most respects, and can be ridden like an old lady in town. It has no bad habits that I have seen, but can haul ass at a moments notice.  | ||
| Buellsrule |
Niiiiiiiiiice. | ||
| Kilroy |
Harold thats some sweet action | ||
| Malott442 |
123 to the ground must feel pretty commanding....... | ||
| Devil_car |
Congratulations! Your bike looks great, and now it has some kick a-- power too! With all that torque on tap, I bet your bike will surprise more than a few Jap I4 bikes! | ||
| Hugie03flhr |
Quick Silver! Sweet Ride... What bore and stroke did you go with too get to 88ci? Was there a lot of grinding to get the rotating assembly to fit in the cases? | ||
| Trouble_enabler |
Harold, that is a really nice bike. The "before" numbers are really good too! Are the "before" numbers with stock heads? Or were they ported prior to the rebuild? | ||
| Harold |
The bore and stroke I think on an 88 is square, that is they are the same, and I think it is around 3-3/4". Others on here would know this better than me. I don't know what is involved in grinding cases, other that they have to be bored out to fit the larger cylinders. This was already done when I bought the bike. The compression was 12/1 with stock heads on the before chart, and was lowered to 11/1 with the porting/polishing/larger valves/squish band done by Wes. The stock heads with the overlap of N6 cams allowed the 12/1 compression to be run on pump gas. Wes suggested that 11/1 was all that was needed on a street machine, and set mine up that way with the measured head work, just like it is done on any quality motor. If you aren't racing, then there is a lot of fun factor just going to the 88 displacement. The old saying about there is no replacement for displacement comes in here. However, to do it right and make it last requires balancing, which wasn't done apparently on the bike that I bought. I didn't think that it vibrated anymore than my old stock S1W, but this balanced motor is smoother at all RPM's, and is noticeably smoother at idle, meaning it won't slowly self destruct itself without you knowing it. It was a beast before, but now that is done right, it is even more of a beast, but now it should last. Having a good knowledgeable shop, or the knowledge yourself, is invaluable. In my case, I trusted the shop that knew more than I would ever know, instead of trying to save a few dollars. You would never know that this motor is a killer by riding it, until of course you cranked your wrist. Having something that is peaky, or hard to manage on the street just to have peak numbers, only makes sense if you are racing and can rebuild whenever you need to. So far I can only say for sure, that the torque increase is the biggest thing you will feel on the street. But you will feel that, every time you take off, and have to lean forward to keep the law off. I am hoping to be leaning forward until I can't get my leg over the seat anymore, and flying the front wheel whenever I can get away with it, until then. As long as the rear tire is still on the pavement, the front can do what is fun. I could never grasp the skill to ride a unicycle, until it had 2 wheels and a V-twin motor. | ||
| 186bigtwin |
The bore and stroke on a 88 incher is 3 13/16ths. actually equals 87.2 cu inches. That is one nice motor you have there, Cyclerama, Wes and Pam kick ass....... |
