posted September 27, 2006 01:37 PM
Where are the bigbore kits? I know carpenter is working on one, he might even be finished. How about muzzy or some of the other vendors?
____________
9.78@155.13 mph 1.71 60 ft @ a near mile high dragstrip
posted September 28, 2006 10:28 AM
Are you kidding? Big bore? How much bigger?
I'd go for a 13.5 : 1 high comp stock bore pistons and ported head probably good for 15-20 hp gain over stock. 200RWHP won't be hard to attain going that route.
JE can custom make a set of high comp pistons/stock bore in about 3-4 weeks.
quote:Yes J & E makes hig compression drop in piston kits as well as 1417 big bore pistons.
Once i wear out my bores in my zx14 i will go 1417 kit ..That should take care of any 2008 New Busa if they ever build one ...lol...
____________
Smokin Performance Cycles..
Tampa Bay , FL .. Brocks Performance Dealer ..
Gen 2 ZX14R Best ET 8.43 , Best MPH 164.95
posted September 29, 2006 06:22 AM
Edited By: dubious on 29 Sep 2006 07:22
Ok.
The stock compression is 12 to1
JE are 13.5 to 1
1.5 points x 10% for each point is about 30 more crank HP, or 20 RWHP, right off the bat.
If I'm gona split the bottom end, to change pistons it will not be for stock displacement ones!
1417 will not suffice for displacement increase either, so a stroker crank while i'm in up to my nutz anyway!
Muzzy made mention of 1560 while back... now your talking,
and still have not found out if its possible but the secondary balancers would be removed too if possible. Not sure if they drive anything, starter, primary gear etc.. Could not make sense of the manual but it seems the rear balancer is driven by the starter gear as well as the crank.
Reduce rotating mass, and stationary mass!
Third, I do know that another 20-25% flow increase is available from exhaust porting.
More from cam timing, and cams too!
In time it will appear, but I am quite confident that 230 RWHP can be acheived naturally aspirated on pump gas.
Sorry to say it, but it is not a Suzuki, and development will take a little longer....
Just the way it is..
Lookin around I could not believe the ammount of aftermarket support suzuki has compared to any other sport bikes.
Suzuki aftermarket development is DOMINANT.
quote:Ok.
.......
and still have not found out if its possible but the secondary balancers would be removed too if possible. Not sure if they drive anything, starter, primary gear etc.. Could not make sense of the manual but it seems the rear balancer is driven by the starter gear as well as the crank.
Reduce rotating mass, and stationary mass!
........
I was thinkin' that last night...........
If I had to pull the motor............may as well go for it all.........
posted September 29, 2006 01:07 PM
Really, when ypou think about it..
why does this engine feel so docile for its size, compared to a 10r, or G1K ?
rotating mass!
I mean cam timing, and porting, ehhasut and TB size will make a difference too, but the single largest throwback to this from the 10r engine is its internal inertia.
Big flywheels slow down engine reactions, and smooth out arm stretching throttle response.
posted September 29, 2006 03:24 PM
A general rule of thumb is every full point of compression raised will net approximately 4% gain. So in this case 6% going from 12.0 to 13.5. This mod alone would probably give a realistic 8-10 hp gain!! Add a bigbore 1417 or about a 70cc gain or about 7hp. Do some cams 3-6 hp and sprinkle it with some headwork,pc, good exhaust and there no reason we can't have 200 plus hp on pump gas on any dyno.
posted September 29, 2006 06:12 PM
Edited By: dubious on 29 Sep 2006 19:13
I disagree. sorry.
10% per point if detonation and cylinder head temps are maintained.
please don;t make me dig up my referance material, I really don't have time to bother
Big bore busa's and the original zx14 kits have been making well over 200 rwhp on pump fuel for some time now!
posted September 29, 2006 06:27 PM
If I have 2 bikes in the garage, and she has 0, I'll be having a divorce.
I don't intend to live where I am forever, so alot of my income is being stashed.
I can't afford to fill my garage like you, ... well I might but I wont... I want live in southern BC someday and retire at 45 so i can play the rest of my life away!
quote:Ok.
The stock compression is 12 to1
JE are 13.5 to 1
1.5 points x 10% for each point is about 30 more crank HP, or 20 RWHP, right off the bat.
If I'm gona split the bottom end, to change pistons it will not be for stock displacement ones!
1417 will not suffice for displacement increase either, so a stroker crank while i'm in up to my nutz anyway!
Third, I do know that another 20-25% flow increase is available from exhaust porting.
More from cam timing, and cams too!
In time it will appear, but I am quite confident that 230 RWHP can be acheived naturally aspirated on pump gas.
Yoshimura Japan already has a Stage I kit that yielded 212RWHP/117 ftlbs torque.
Actually that came out a few months ago -- in Japan.
Stage I includes:
High comp stock bore pistons
Stage I cams/adj cam sprockets
Custom mapped PCIII with some other electronic gadgets similar to a Nikko G-Pak but a bit different.
Throttle body kit
320,000 yen for the kit
BTW - with your plans you better get a 72" extended swingarm
quote:A general rule of thumb is every full point of compression raised will net approximately 4% gain. So in this case 6% going from 12.0 to 13.5. This mod alone would probably give a realistic 8-10 hp gain!! Add a bigbore 1417 or about a 70cc gain or about 7hp. Do some cams 3-6 hp and sprinkle it with some headwork,pc, good exhaust and there no reason we can't have 200 plus hp on pump gas on any dyno.
That calculation doesn't relate to my 170RWHP ZRX1200.
+2mm overbore -- a gain of 64cc
JE 12.5:1 slipper pistons (stock 10.5:1)
Port clean up
ZZR cams degreed to 104/106
All that yielded a gain of 59 RWHP and 15 ftlbs of torque and that's on a carbureted motor.
HOME
NEW TOPIC
posted September 27, 2006 01:37 PM
Edited By: 
