Meangreen14
Expert Class
Posts: 343
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posted November 08, 2012 04:13 PM
Ok I'm at $1,091.85 thru shnitz that's pistons valve springs "ape" and all gaskets..
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PCV, quick shifter, stock gearing,
fly's out, custom garrett gt28 stage1 turbo, JE pistons, 625cc inj, MTC lock up clutch,1:1 fuel pressure regulator...
  
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Meangreen14
Expert Class
Posts: 343
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posted November 08, 2012 04:21 PM
Who has a good lock up clutch nothing to crazy bike will be 90% street rider
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PCV, quick shifter, stock gearing,
fly's out, custom garrett gt28 stage1 turbo, JE pistons, 625cc inj, MTC lock up clutch,1:1 fuel pressure regulator...
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kawpower
Zone Head
Mr kawasaki 2 you!
Posts: 887
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posted November 08, 2012 04:42 PM
Any lockup is not a good thing on the street for cruisin around. but if you have to buy one the MTC 2 STAGE is the best and affordable , i have a quik clutch cover and in 15 min i can change my stock pressure plate ,and my lockup, in and out as needed.hope this helps.
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Cecil County 2010 Motorcycle ET Champ. 9 Wins- 4 RUs .06zx14 turboed for 2012 .
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kawasakijockey
Pro
Posts: 1876
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posted November 08, 2012 04:48 PM
quote:
Who has a good lock up clutch nothing to crazy bike will be 90% street rider
I have a Cycle Logic single stage and spacer I will part with. PM me if interested.
____________
Get on the shortbus boys 'cause its time to get schooled.
2007 ZX-14
1.38 60ft
9.03 @ 149mph
8.95 @153 small shot n2o
8.68 @160mph 5lbs boost
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Oz Booster
Expert Class
Posts: 230
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posted November 08, 2012 05:35 PM
I am using a cycle logic on mine, simple, works fine so far
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Romans
Expert Class
Posts: 294
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posted November 08, 2012 06:13 PM
 Edited By: Romans on 9 Nov 2012 02:17
Same, Brock Springs. Not the Hays but works
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2012 ZX-14 R Turbo, 2010 ZX-14 Turbo, 2007 ZX-14, 2009 ZX-6R, YZ 450F
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Romans
Expert Class
Posts: 294
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posted November 08, 2012 06:35 PM
quote:
quote:
Who has a good lock up clutch nothing to crazy bike will be 90% street rider
I have a Cycle Logic single stage and spacer I will part with. PM me if interested.
Curious, what did you use as a replacement ?
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2012 ZX-14 R Turbo, 2010 ZX-14 Turbo, 2007 ZX-14, 2009 ZX-6R, YZ 450F
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kawasakijockey
Pro
Posts: 1876
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posted November 08, 2012 06:37 PM
MTC multistage.
____________
Get on the shortbus boys 'cause its time to get schooled.
2007 ZX-14
1.38 60ft
9.03 @ 149mph
8.95 @153 small shot n2o
8.68 @160mph 5lbs boost
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kawasakijockey
Pro
Posts: 1876
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posted November 18, 2012 08:12 PM
Edited By: kawasakijockey on 19 Nov 2012 04:14
Porn for motorheads
____________
Get on the shortbus boys 'cause its time to get schooled.
2007 ZX-14
1.38 60ft
9.03 @ 149mph
8.95 @153 small shot n2o
8.68 @160mph 5lbs boost
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Wheelie
Needs a life
Old Man
Posts: 6902
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posted November 18, 2012 08:15 PM
wow
wee
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kawpower
Zone Head
Mr kawasaki 2 you!
Posts: 887
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posted November 19, 2012 05:18 AM
Bin there done that.
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Cecil County 2010 Motorcycle ET Champ. 9 Wins- 4 RUs .06zx14 turboed for 2012 .
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miketmmns
Expert Class
Posts: 205
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posted November 19, 2012 11:54 AM
What pistons did you decide to use? Stock length rods?
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Oz Booster
Expert Class
Posts: 230
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posted November 19, 2012 11:59 AM
Where is the drool smiley,
Ok , when i was doing my motor, info from experianced guys here said i did not need aftermarket rods
Kawasaki rods were very strong ??? but just how strong is very strong ?? put new bolts in and there good so far ...
what oil clearances are you planning , i always aim for bigger clearances on the rods than factory spec with my LSR and other turbo bikes, usually just the next size up bearing to promote more oil flow and cooling at the big end
You doing oil gallery mods ?
what about the top end, valve springs ? studs?
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kawasakijockey
Pro
Posts: 1876
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posted November 19, 2012 04:33 PM
Edited By: kawasakijockey on 20 Nov 2012 00:35
quote:
What pistons did you decide to use? Stock length rods?
Those are MTC tall decks with nitrided rings that require the 2mm shorter Carrillo rods.
quote:
Where is the drool smiley,
Ok , when i was doing my motor, info from experianced guys here said i did not need aftermarket rods
Kawasaki rods were very strong ??? but just how strong is very strong ?? put new bolts in and there good so far ...
what oil clearances are you planning , i always aim for bigger clearances on the rods than factory spec with my LSR and other turbo bikes, usually just the next size up bearing to promote more oil flow and cooling at the big end
You doing oil gallery mods ?
what about the top end, valve springs ? studs?
I am runnng .0015-.0017 on the mains, and had to order new rod bearings because the black bearings only give me .0017. I want .002-.0022 on the rods. The bearing half thicknesses of the same color can vary .0002 from Kawasaki and the Carillos are measuring .0002 tighter than the stock rod big ends. Fingers are crossed that the brown bearings give me a satifactory clearance.
Dont plan on doing any galley mods but may shim up the pressure relief, or put a Robinson pump gear on. That pump gear can empty a pan really fast so I am a little leary on using it.
Carpenter valve springs and loosening up the bucket shims is happening right now. Was going to use studs but really cant find an issue with the stock head bolts to change over.
____________
Get on the shortbus boys 'cause its time to get schooled.
2007 ZX-14
1.38 60ft
9.03 @ 149mph
8.95 @153 small shot n2o
8.68 @160mph 5lbs boost
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boostphreak
Expert Class
Posts: 168
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posted November 19, 2012 07:54 PM
quote:
Any lockup is not a good thing on the street for cruisin around. but if you have to buy one the MTC 2 STAGE is the best and affordable , i have a quik clutch cover and in 15 min i can change my stock pressure plate ,and my lockup, in and out as needed.hope this helps.
Ok, why is it not a good thing to run a single stage lockup on the street?
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kawpower
Zone Head
Mr kawasaki 2 you!
Posts: 887
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posted November 20, 2012 05:45 AM
they add pressure from the wheel speed ,the faster u go the more pressure it applies, so everytime u try to squeeze the clutch in to slow down or shift u are putting a lot of pressure on the slave cylinder and radial clutch cylinder ,sooner rather than later u will blow 1 out leaving u with no clutch at all.
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Cecil County 2010 Motorcycle ET Champ. 9 Wins- 4 RUs .06zx14 turboed for 2012 .
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Oz Booster
Expert Class
Posts: 230
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posted November 20, 2012 01:22 PM
Pretty close to what i did, i brought the studs without even knowing just how stout the std head bolts are, and may have not brought them if i had known
I look at the lockup another way, it will take x pressure to hold the power your making by lockup or springs
but lockup gives you a light clutch at low rpm in stop start traffic , heavy springs are there all the time
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1badzx12r
Needs a life
Posts: 8321
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posted November 20, 2012 02:42 PM
quote:
Pretty close to what i did, i brought the studs without even knowing just how stout the std head bolts are, and may have not brought them if i had known
Torque Efficiency
During engine assembly or maintenance, a bolt must be installed by torqueing it into place. Due to the head bolt’s design, it has to be rotated into its slot in order to engage the threads and secure it into place. This process creates both twisting force and a vertical clamping force, which means that when the cylinders within the engine’s combustion chamber begin accumulating load, the bolt will both stretch and twist. Because the bolt has to react to two different forces simultaneously, its capacity to secure the head is slightly reduced and it forms a less reliable seal in high-powered engines.
By contrast, a head stud can be tightened into place without any direct clamping force applied through the tightening. A stud can be threaded into a slot up to “finger tightness,” or the degree to which it would be tightened by hand. Afterward, the cylinder head is installed and a nut is torqued into place against the stud. The nut torque provides the clamping force, rather than the torque of the fastener itself, and the rotational force is avoided entirely. Because the stud is torqued from a relaxed state, the pressure from the nut will make it stretch only along the vertical axis without a concurrent twisting load. The result is a more evenly distributed and accurate torque load compared to that of the head bolt. This ultimately translates into higher reliability and a lower chance of head gasket failure.
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http://www.youtube.com/watch?v=S06nIz4scvI
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kawasakijockey
Pro
Posts: 1876
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posted November 20, 2012 03:15 PM
quote:
they add pressure from the wheel speed ,the faster u go the more pressure it applies, so everytime u try to squeeze the clutch in to slow down or shift u are putting a lot of pressure on the slave cylinder and radial clutch cylinder ,sooner rather than later u will blow 1 out leaving u with no clutch at all.
This is true for the single stage but the multistage can be setup however heavy or light you want it. I have the multi and it performs exactly like the stock clutch at street speeds.
____________
Get on the shortbus boys 'cause its time to get schooled.
2007 ZX-14
1.38 60ft
9.03 @ 149mph
8.95 @153 small shot n2o
8.68 @160mph 5lbs boost
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kawpower
Zone Head
Mr kawasaki 2 you!
Posts: 887
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posted November 20, 2012 03:37 PM
Yes the muti stage is a way diff animal a lot more adjustments ,i hate to say it but 1bad is correct about the studs, and with stock studs they are more liable to strip threads when u have to crank them down 62-70flbs on a turbo with 14lbs or more boost, or a big nos shot. by the way with studs u can take the head on and off without removing the engine from the frame if u have too!
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Cecil County 2010 Motorcycle ET Champ. 9 Wins- 4 RUs .06zx14 turboed for 2012 .
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1badzx12r
Needs a life
Posts: 8321
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posted November 20, 2012 04:00 PM
Edited By: 1badzx12r on 21 Nov 2012 00:01
quote:
Yes the muti stage is a way diff animal a lot more adjustments
i prefer engine driven
The Hays 3 Arm Convertable Clutch is a revolutionary breakthrough in clutch technology, this clutch replaces the old style lockup clutches that were driven primarily by the rear wheel speed (inner hub) and takes advantage of the wider range of tuning by driving the clutch off engine RPM (outer basket). Engine Driven Clutches represent the latest in clutch technology. In fact, every single entry in NHRA Pro Stock Motorcycle utilizes an engine driven clutch setup to obtain clutch tuning that was not possible earlier.
The T3, 6 Arm Convertable Clutch is our newest product development. The new T3 clutch has wider tuning parameters than our earlier offerings. Make no mistake about it, the original convertable clutch has been proven to low 7.20 and high 7 teens on 68" DOT Tire Streetbikes!
When approaching the 7 teen mark new variables are introduced which require additional tuning parameters and options. This is the backbone of the T3 development. The new T3 clutch allows the use of 6 lockup arms that can be used in configuration of 2,3,4,6 arms to offer any level of lockup desired. In addition of offering 3 stages of lockup arm tuning, the new clutch can be used as a Multi-Stage Slider with minimal conversion.
Yes, now you can have a triple stage lockup and a multi-stage slider in one revolutionary package!
We have developed this technology even further to provide truly what we believe to be the best clutch on the market. Absolutely the last clutch you will ever need. We analyzed every available lockup and clutch system on the market and created every option and function they offered (and some they did not offer), into one revolutionary package.
The Convertable Clutch can be used as a:
Single Stage Engine Driven Lockup
Multi Stage Engine Driven Lockup
Slider Hand Clutch
And it can do them independently of each other or ALL AT ONCE.
Yes now you can have a Slider Clutch and a Hand Clutch at the SAME TIME
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http://www.youtube.com/watch?v=S06nIz4scvI
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dubious
Needs a life
Needs more time to ride!
Posts: 8442
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posted November 21, 2012 04:34 AM
Harry aka Northernkaw told me that Jim at Competition CNC found the aftermarket studs we are all using distort the cylinder walls pulling them out of round as much as .0002 I beleive was measured with a head torque plate for boring true holes Id imagine.....
that had me a little concerned....
something to follow up on for sure....
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natural selection.....
destiny will overcome intervention.
Some are not worthy of the effort.
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greenbusa
Novice Class
Posts: 56
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posted November 21, 2012 05:03 AM
Not worth a lot but imo I've used all the piston/rod combos and the Wossner's I used on my last motor were hands down the best looking pistons I've seen, look like they've been hand polished and have teflon coated skirts and factory gas ports. Very nice! On the lockup issue ive ran a single stage on the street for about 8yrs, on a turbo blackbird then on my turbo busa. My brother has on his turbo 14 for 2-3 years as well. Now I'm running a Rock clutch, which is the greatest thing since sliced bread, lol. No way I would not run a LU on the street, clutches last 10 times as long.
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400+ hp daily driver
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kawpower
Zone Head
Mr kawasaki 2 you!
Posts: 887
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posted November 21, 2012 05:08 AM
Yes the Hays is 1 bad mutha,but the Rock soild is the clutch of all clutches, if thats the case with the aftermarket studs why do most all well known builders use them and none have ever said they did this or was a problem?
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Cecil County 2010 Motorcycle ET Champ. 9 Wins- 4 RUs .06zx14 turboed for 2012 .
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Oz Booster
Expert Class
Posts: 230
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posted November 21, 2012 12:49 PM
I don't doubt the cyls are changed , but If studs distort the bore at 70ftlbs then the bolts will do the same
& If you were serious about getting the bore perfect, it would be fitted with a torque plate and with studs at full tension,honed to size after boring
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