Post missing
This post could not be recovered from the original forum.
Tuning the LC8 motor....
80 posts · Started by Captain Pugwash · 04 Sep 2007
Post 2 by Ankka,
#2That sounds a bit optimistic !!
I've just had my bike fitted with a PCIII and dyno at PDQ.
Whilst there,Nick the dyno genius showed me a map of a race SD that had some head work done to it.
It made 119 bhp which was 4 more than mine,so I don't think 130 is achievable 'reliably '.
I've just had my bike fitted with a PCIII and dyno at PDQ.
Whilst there,Nick the dyno genius showed me a map of a race SD that had some head work done to it.
It made 119 bhp which was 4 more than mine,so I don't think 130 is achievable 'reliably '.
Post 3 by Dr F,
#3Post missing
This post could not be recovered from the original forum.
Post 4 by Ankka,
#4Post missing
This post could not be recovered from the original forum.
Post 5 by Dr F,
#5Post missing
This post could not be recovered from the original forum.
Post 6 by Ankka,
#6Post missing
This post could not be recovered from the original forum.
Post 7 by Nickeluring,
#7Post missing
This post could not be recovered from the original forum.
Post 8 by Zenbiker,
#8Post missing
This post could not be recovered from the original forum.
Post 9 by lockers,
#9Post missing
This post could not be recovered from the original forum.
Post 10 by Frannie1,
#10Post missing
This post could not be recovered from the original forum.
Post 11 by Zenbiker,
#11Post missing
This post could not be recovered from the original forum.
Post 12 by KTMax,
#12Post missing
This post could not be recovered from the original forum.
Post 13 by Plipton,
#13Post missing
This post could not be recovered from the original forum.
Post 14 by Plipton,
#14Post missing
This post could not be recovered from the original forum.
Post 15 by KTMax,
#15Post missing
This post could not be recovered from the original forum.
Post 16 by Plipton,
#16Post missing
This post could not be recovered from the original forum.
Post 17 by KTMax,
#17Post missing
This post could not be recovered from the original forum.
Post 18 by Black Mamba,
#18Post missing
This post could not be recovered from the original forum.
Post 19 by Plipton,
#19Post missing
This post could not be recovered from the original forum.
Post 20 by KTMax,
#20Truth is (for what it's worth), it doesn't mater a flying f*ck... But if left feels better, left it is...
I've tried the middle one too...
I've tried the middle one too...
Post 21 by 9nine0,
#21Post missing
This post could not be recovered from the original forum.
Post 22 by Nickeluring,
#22With enough interest, I can have some custom high compression Wiseco forged pistons made for us with skirt coating and a race ready dome.
Post 23 by Dr F,
#23What else would need to be changed on the bike with high comp. pistons? Remap?
I'd be interested.
I'd be interested.
Post 24 by Plipton,
#24KTMax, 9nine0,
You all have been a little hard to find when I needed you most, but I am glad to see you all are here now. Please may I ask? is there ANY temperature
advantages to leaving the sas system working on the heads, Emissions control
venting....if you will???
You all have been a little hard to find when I needed you most, but I am glad to see you all are here now. Please may I ask? is there ANY temperature
advantages to leaving the sas system working on the heads, Emissions control
venting....if you will???
Post 25 by Dr F,
#25Post missing
This post could not be recovered from the original forum.
Post 26 by lockers,
#26Post missing
This post could not be recovered from the original forum.
Post 27 by 9nine0,
#27Post missing
This post could not be recovered from the original forum.
Post 28 by 9nine0,
#28Post missing
This post could not be recovered from the original forum.
Post 29 by Dr F,
#29Post missing
This post could not be recovered from the original forum.
Post 30 by 9nine0,
#30Post missing
This post could not be recovered from the original forum.
Post 31 by Dr F,
#31Post missing
This post could not be recovered from the original forum.
Post 32 by ban1216,
#32Post missing
This post could not be recovered from the original forum.
Post 33 by Dr F,
#33Post missing
This post could not be recovered from the original forum.
Post 34 by Dr F,
#34Post missing
This post could not be recovered from the original forum.
Post 35 by 9nine0,
#35Post missing
This post could not be recovered from the original forum.
Post 36 by KTMax,
#36Post missing
This post could not be recovered from the original forum.
Post 37 by lockers,
#37Post missing
This post could not be recovered from the original forum.
Post 38 by Dr F,
#38How would you overbore alloy-Nikasil cylinders?...
Considering the SDs highly over-square 101 x 62.4 mm bore & stroke ratio, increasing the bore further might not be a good thing. Even the considered borderline 1098 Testastretta Evoluzione engine from Ducati has a 104 x 64.7 mm bore & stroke. That's a less extreme ratio than an SD.
Aprilia RSV 1000 R Factory: 97 x 67.5 mm
It's stroke you want. Much better for low-end and midrange power & torque too.
Considering the SDs highly over-square 101 x 62.4 mm bore & stroke ratio, increasing the bore further might not be a good thing. Even the considered borderline 1098 Testastretta Evoluzione engine from Ducati has a 104 x 64.7 mm bore & stroke. That's a less extreme ratio than an SD.
Aprilia RSV 1000 R Factory: 97 x 67.5 mm
It's stroke you want. Much better for low-end and midrange power & torque too.
Post 39 by 9nine0,
#39You get your wallet out.....
Post 40 by Dr F,
#40KTMax , Rey'Nikasiling is not a problem over here its abowt £100, cillinder , what I wood wory abowt is the cillinder walls and how much meat you have two play with inbetween the cillinder wall and the koolent ports that runnarownd the outside of the bore , take two much off and thay will warp under heat and presher , I will bet KTM have tayken them out as far as they dair .
Post 41 by 9nine0,
#41No bigger bore.
Take a look how BMW sucked the last drop out of the boxer engines:
Two sparkplugs (due to the large bore) and a bigger compression ratio (let's say increase from 11.5 to 12.5).
And some adjustable intake ducts like the R1.
I'll bet for about 140rwbhp.
Now we just need some handy men (with handy tools).
Besides this I never felt the urge for more power. For more bottom power you need more cubic inches, that's a simple fact.
My advise is to get the most out of the engine with TB/PC/RB, Akra, DNA and 16T. There are people who get 130 rwHP with those mod's.
Marcel.
Take a look how BMW sucked the last drop out of the boxer engines:
Two sparkplugs (due to the large bore) and a bigger compression ratio (let's say increase from 11.5 to 12.5).
And some adjustable intake ducts like the R1.
I'll bet for about 140rwbhp.
Now we just need some handy men (with handy tools).
Besides this I never felt the urge for more power. For more bottom power you need more cubic inches, that's a simple fact.
My advise is to get the most out of the engine with TB/PC/RB, Akra, DNA and 16T. There are people who get 130 rwHP with those mod's.
Marcel.
Post 42 by Dr F,
#42say all,
seems to me that there has to be people over there....where ever?
you all have had the LC8 for a good spell, had ported and posished the
heads? isnt that usually what the racers do first for hp gains? to start with?
seems to me that there has to be people over there....where ever?
you all have had the LC8 for a good spell, had ported and posished the
heads? isnt that usually what the racers do first for hp gains? to start with?
Post 43 by Plipton,
#43Post missing
This post could not be recovered from the original forum.
Post 44 by Dr F,
#44Post missing
This post could not be recovered from the original forum.
Post 45 by Plipton,
#45Post missing
This post could not be recovered from the original forum.
Post 46 by 9nine0,
#46Post missing
This post could not be recovered from the original forum.
Post 47 by carbonduke,
#47Post missing
This post could not be recovered from the original forum.
Post 48 by Black Mamba,
#48So it's torque you want, eh, Tony??
Simple....whack up the compression to about 25:1 and replace the spark plugs with glow plugs....then bung a dirty great turbo on it.
Oh, and forget that 'petrol' stuff. Diesel's the way to go (or chip fat as seen on TV)
Simple....whack up the compression to about 25:1 and replace the spark plugs with glow plugs....then bung a dirty great turbo on it.
Oh, and forget that 'petrol' stuff. Diesel's the way to go (or chip fat as seen on TV)
Post 49 by 9nine0,
#49Post missing
This post could not be recovered from the original forum.
Post 50 by Dr F,
#50Post missing
This post could not be recovered from the original forum.
Post 51 by Dr F,
#51Post missing
This post could not be recovered from the original forum.
Post 52 by Nickeluring,
#52Post missing
This post could not be recovered from the original forum.
Post 53 by Dr F,
#53Post missing
This post could not be recovered from the original forum.
Post 54 by Nickeluring,
#54Post missing
This post could not be recovered from the original forum.
Post 55 by Dr F,
#55Post missing
This post could not be recovered from the original forum.
Post 56 by Nickeluring,
#56Post missing
This post could not be recovered from the original forum.
Post 57 by Dr F,
#57Post missing
This post could not be recovered from the original forum.
Post 58 by Nickeluring,
#58Post missing
This post could not be recovered from the original forum.
Post 59 by 9nine0,
#59Post missing
This post could not be recovered from the original forum.
Post 60 by Nickeluring,
#60Post missing
This post could not be recovered from the original forum.
Post 61 by Dr F,
#61Post missing
This post could not be recovered from the original forum.
Post 62 by Nickeluring,
#62Post missing
This post could not be recovered from the original forum.
Post 63 by Nickeluring,
#63Post missing
This post could not be recovered from the original forum.
Post 64 by Plipton,
#64Post missing
This post could not be recovered from the original forum.
Post 65 by Dr F,
#65I've been told these guys are among the best in the boring-business:
Any of you English guys that know of them?
Any of you English guys that know of them?
Post 66 by Dr F,
#66Post missing
This post could not be recovered from the original forum.
Post 67 by Black Mamba,
#67It's not the thickness of the liner that is the problem, some engines have the coating direct onto the cylinder walls, it's the thickness of the 'skirt', the part of the liner that extends below the cylinder and into the crankcase. Too thin, and this will break under preasure from the piston skirt at BDC.
Post 68 by 9nine0,
#68Post missing
This post could not be recovered from the original forum.
Post 69 by 9nine0,
#69Post missing
This post could not be recovered from the original forum.
Post 70 by Dr F,
#70Post missing
This post could not be recovered from the original forum.
Post 71 by KTMax,
#71Post missing
This post could not be recovered from the original forum.
Post 72 by Dr F,
#72Post missing
This post could not be recovered from the original forum.
Post 73 by Nickeluring,
#73Post missing
This post could not be recovered from the original forum.
Post 74 by 9nine0,
#74I spoke to my dealer today. In order to get the rear cylinder out I need to remove the engine. It's a lot of work. If I had my own garage I wouldn't hesitate. Now I need to consider it.
I had my Duke II motor in my kitchen a whole winter 2 years ago. I'm not sure I want to go down that route again. But I'll read through the repair manual and see how much work is involved. According to my dealer it's about 8 hours work to get the motor out. That is with experience and all proper KTM tools. That would most likely be 32 hours for me.
He told me the rear cylinder can be removed by tilting the motor forward after loosening all that needs to be loosened. But if one get that far, it's not much extra effort to take the motor out - in the end it'll be easier considering refitting pistons, cylinders, heads, and stuff.
He's a good mechanic and I believe what he tells me.
I had my Duke II motor in my kitchen a whole winter 2 years ago. I'm not sure I want to go down that route again. But I'll read through the repair manual and see how much work is involved. According to my dealer it's about 8 hours work to get the motor out. That is with experience and all proper KTM tools. That would most likely be 32 hours for me.
He told me the rear cylinder can be removed by tilting the motor forward after loosening all that needs to be loosened. But if one get that far, it's not much extra effort to take the motor out - in the end it'll be easier considering refitting pistons, cylinders, heads, and stuff.
He's a good mechanic and I believe what he tells me.
Post 75 by Nickeluring,
#75Post missing
This post could not be recovered from the original forum.
Post 76 by Dr F,
#76Sweet!
That's very encouraging!
That's very encouraging!
Post 77 by Skavitch,
#77Still havn't found anybody willing to buy the other pair of +3mm pistons, unfortunatly like most bike related things, if you can't do the job yourself it's expensive to have someone do it for you. I'm still hoping someone fancies having a go, there's no rush just yet. 9nine0, if I did send you my barrel/piston/head, could you forward the barrels on for boring/plating, then return them with the pistons? I would forward the $$$ upfront of course. Also, do you have someone to make head gaskets?
Post 78 by Dr F,
#78Post missing
This post could not be recovered from the original forum.
Post 79 by superdude,
#79Who says she was ever getting anything? She got a lovely power commander last year, I'm looking after it for her.
Post 80 by Dr F,
#80Post missing
This post could not be recovered from the original forum.
End of archived topic · Posting is closedBack to top ↑
← Back to Hooliganism