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Join Date: Nov 2006
Location: Surrey, England.
More Power *~*
I have over the years tried to find what makes the difference in power output between the export models 'SA' HAS THE HIGHEST 'UK' NEXT THEN 'US'.
I have compared the usual components you would change for performance cams,pistons,head,carbs,crank, exhausts...ect. but all measure up the same and all have the same part numbers, the only change seams to be jets and needles in the carbs so it could be to do with the emision control system. max.speed is about 115mph this is limited by the CDI unit as the advance curve backs right off a about 8,500rpm, I have even experimented with running a supercharger (eceleration was better) but still 115mph top, I found out from kawasaki japan (very helpfull people) that i could use a CDI off a Gpz 305 which has the same advance curve but the rev. limiter does not come in till 10,500rpm but I would probably need to change my hydraulic lash adjusters for solid and shims as over 8,500rpm they maypop apart, this I have not tried yet as I will have to machine up some one off parts to fit,and that will have to wait til I finish the other mods on my spare engine.
I have done a lot of re-working on an old engine I blooooow up in the early 90's so far I have ground 1/4" off the bigend jurnal diamitter and had the crank nitride hardened so i could fit split needle roller bearing bigends, when having the bigend ground I asked to have it ground off center if possible they managed get me 3mm extra stroke by doing this (bonus) this would mean piston or barrel mod's later on, also turned down main jurnals and machined crank casses to fitt needle roller mains( you have to grind a slot through the bearing inner ring to let the oil through) also I removed all weight from the balance shaft so it is now perfectly balanced and lightend and re-balanced the crank(it looks anerexik now) I still have to get over the oil preasure problem as the rollors only need an oil supply they don't need preasure but if i don't restrict the flow through them none will get to the other bearings or bigend and there will be very little preasure going up to the heads(this i am still working on)it should not effect the tappets as i should be replacing them for manual adjusters but could cause the cam jurnals to over heat and sieze, I have a few options ie.regulators,restrictor jets and shimming i will just have to experiment somemore. Also I have designed a set of new clutch/crank gears for my mate to give him a lower rpm to mph for crusing I will put a picture of these in the gallery mod's section later and will let you know if they improve ride/mpg. we are still waiting for the quotes to come back so don't know if we can aford them yet. made some barrel spacers to cope with the extra stroke (which worked well) but desided to reprofile the pistons instead, as this would improve the compresoin ratio, when I can afford it I may look into having the cams re-profiled but they arn't to tame as std.
If anyone has any goot tricks they have tried or any wild ideas that might work to get more power please add to my insanity.
P.S. PROGRESSIVE NITROUS KILLS YOUR WALLET AND YOUR BIKE(AND IT IS HIGHLY CORROSIVE TO YOUR DRIVING LICENCE)
BEST OF HEALTH AND HAPPYNESS
1952 NORTON (MODEL ONE) 'BIG 4'
1955 NORTON DOMINATOR 88/99 CAFE RACER
1981 KAWASAKI Z1000ST SHAFT
1988 KAWASAKI VN750 (UK) HARDTAIL + 5"
1988 KAWASAKI VULCAN 750 (US)
ALL TIME WISHLIST BIKES
1939 BROUGH SUPERIOR SS100 GRAND ALPINE SPORT
ANY 1940ish NORTON WITH CS1 ENGINE
A RIDE ON A NORTON NEMISIS 'A'
NEVER HAD A CAR LICENCE AND HOPFULLY NEVER WILL