Author Topic: Just a few pics of my 1000cc engine build (Read 12100 times)

Sam Green Racing · « **Reply #50 on:** April 09, 2012, 03:03:59 PM »

One thing to remember Alex, when you start to bore these bikes out, you generate a lot of heat.
The advantage of Mikes cylinder block is it was designed as a 1000 and won't develope the heat that a cast iron liner bored to the limit will. You will also have noticed the problems of boring the stock block beyond it's limits in the thread that is running at the head of this forum at the moment.
Mikes block is also lighter with being all alloy (no sleeves) so that's another big pluss.
I think the numbers you are talking about are acheivable but you would have to build a lot of reliability measures into the motor for endurance racing.
I know the people that built and tested the 69 Bol-d-Or winner and they will tell you, that was almost a stock motor. You saw what happend at Daytona the Year after when they bumped up the power from 67 to 96 at the crank, they strugled to last 200 miles.
An 836 with a 125-70/75 cam will push those figures with complete reliability and the figure is at the wheel not the crank but it will not turn the speed of the factory bikes because they made their power much higher up the rev range.
I think the big block with 12 to 1 pistons and a 125-70 cam would get you where you want to be and there are a couple of other options that I know nothing about. First you have Big Jays stroker crank (not sure what your capacity limit is) and Megacycle do a 125-X12 cam which should bang some more out but I don't know any figures for this cam.
A set of Carrillos and plenty of oil coolers and you could be in business.

Sam.

Darvill Racing · « **Reply #51 on:** April 09, 2012, 03:30:47 PM »

Cheers Sam,
Maybe a chat in greater detail at some point is in order ;o)

Anyone else care to comment??

;o)

Darvill Racing · « **Reply #52 on:** April 09, 2012, 03:33:37 PM »

Forgot to say....

Would like your thoughts on if its possible to match the DOHC power delivery and achieve a similar result??

Stroker crank, billet block huge carbs, silly pistons, oil coolers hanging off the bike and a massive grin??

Jerry Rxman Griffin aka MuthaF'er · « **Reply #53 on:** April 09, 2012, 05:33:28 PM »

It's my understanding the target is 110rwhp. That's with only moderate compression too. If you could bump it up (reliably) as Sam suggests you'd probably get to 120rwhp. I think the only other real variable would be carbs. The parts that are available now should be better than back in the day. Can't wait to see Mike's results. If you have another bike for racing then you may as well be the guinea pig for trial and ~~error~~ trial

Leino · « **Reply #54 on:** April 09, 2012, 09:57:43 PM »

I say go for it Alex, a mate of mine races a "homebuilt" Harley Davidson in classit-TT events, it has been a struggle of three years to get it right, problems with the (In my world

) very odd lubrication system etc. etc. but it makes well over 100hp at the rearwheel and is known for thrashing the backsides of many Japanese and European bikes in the same racing class.

What I mean is, if you feel like doing something different than others, I think you should give it a go.

p.s. JL Meccanica Corse in Finland builds very nice racing frames for classic-TT bikes

Retro Rocket · « **Reply #55 on:** April 10, 2012, 01:34:07 AM »

I say "go for it " too Alex, i have one of those 1000cc blocks with the nikasil bores {no sleeves} and they are light and will dissipate heat much better than the old designed stuff, stick in some of Classic cycle city's heavy duty primary chains a big valve head and some decent carbs and cam and see how she goes..... I'm after around 100RWHP reliably and see no reason why it won't do just that...

Nice stuff Mike, keep the pictures coming.... I'll be starting mine very soon, just moved and have a large shop.....

Darvill Racing · « **Reply #56 on:** April 10, 2012, 01:52:13 AM »

Quote from: Leino on April 09, 2012, 09:57:43 PM

I say go for it Alex, a mate of mine races a "homebuilt" Harley Davidson in classit-TT events, it has been a struggle of three years to get it right, problems with the (In my world ) very odd lubrication system etc. etc. but it makes well over 100hp at the rearwheel and is known for thrashing the backsides of many Japanese and European bikes in the same racing class.

What I mean is, if you feel like doing something different than others, I think you should give it a go.

p.s. JL Meccanica Corse in Finland builds very nice racing frames for classic-TT bikes

Thanks for the input Team, its appreciated!

Leino,
We always do it differently, take a look at our Facebook page or our website ;o)

As an example, here is our 2012 SV650 (yes i know its not a SOHC but i think i can be allowed as we have a few :op ) there will not be anything else like this on the BMCRC MiniTwin grid this year

The last image is how she looked before we started.

I am seriously considering building a big bore SOHC engine and taking this into Europe to kick the DOHC boys into touch if we can make it work?

I am keen to speak with Sam, Big Jay, Mike R and Rob (Voxonda) who will be joining us at the Manx GP for some frivolities so i am sure we will have a lot to discuss.

Could be a good way to invigorate the SOHC market and open some opportunities for us all.

Keep the tips, advice, insights and suggestions coming...!

turboguzzi · « **Reply #57 on:** April 10, 2012, 02:14:17 AM »

Alex, nice idea but a little realitiy check.... MEC's long stroke 1100 beast was up to 113rwhp, seemingly just 5 hp more than his stock stroke 1000 big bore motor. both in road race tune and this guy's got some experience.

http://forums.sohc4.net/index.php?topic=54803.100

read through the thread, getting the high numbers that a GS1000 with 40mm inlets gives at high rpm with the 35mm inlets of a sohc 750 would be quite a challenge...

maybe if you are willing to re-angle the valves like todd henning used to do in his 450's?

All that siad, look how the 110rwhp guzzi of motobel france often kick the four's asses in european classic endurance, so who knows.....

And good luck with the SV against the kawis

bear · « **Reply #58 on:** April 10, 2012, 02:40:29 AM »

Quote from: Darvill Racing on April 09, 2012, 03:30:47 PM

Cheers Sam,
Maybe a chat in greater detail at some point is in order ;o)

Anyone else care to comment??

;o)

120RWHP is doable but it's the drive line that can cause reliability problems.
We've found cush drives and gears will cause all sorts of trouble once you start sneaking past the 95hp mark.

Cheers,
Brian

turboguzzi · « **Reply #59 on:** April 10, 2012, 02:47:15 AM »

Quote from: bear on April 10, 2012, 02:40:29 AM

120RWHP is doable

Cheers,
Brian

methanol or unleaded?

Retro Rocket · « **Reply #60 on:** April 10, 2012, 02:51:04 AM »

Quote from: turboguzzi on April 10, 2012, 02:47:15 AM

Quote from: bear on April 10, 2012, 02:40:29 AM

120RWHP is doable

Cheers,
Brian

methanol or unleaded?

Big balls.....

bear · « **Reply #61 on:** April 10, 2012, 03:47:19 AM »

Quote from: turboguzzi on April 10, 2012, 02:47:15 AM

Quote from: bear on April 10, 2012, 02:40:29 AM

120RWHP is doable

Cheers,
Brian

methanol or unleaded?

Methanol's for racing, unleaded's for commuting.

Cheers,
Brian

nippon · « **Reply #62 on:** April 10, 2012, 04:40:54 AM »

Great work, Mike!
Welcome to the 1000ccm club.

nippon

voxonda · « **Reply #63 on:** April 10, 2012, 05:58:45 AM »

+1 on TG and Brian,

To get these numbers the head is the restriction and reliability becomes a problem. Look at history of the RCB endurance racers they where based on the SOHC, but..........................with gears, no chain inside and DOHC.
My heart is with the trusted SOHC. but to be honest.............................._{no way}

Rob

Darvill Racing · « **Reply #64 on:** April 10, 2012, 06:41:00 AM »

Cheers for your honesty Rob,

Maybe we are destined to use Z1 power (cost and availability vars DOHC Honda) but stick with all the original Darvill kit....

Sam Green Racing · « **Reply #65 on:** April 10, 2012, 07:01:14 AM »

I'm sure the numbers are achievable with a fair amount of reliability but it really would depend a lot on how long the races were, heat being the biggest problem.

Sam.

Darvill Racing · « **Reply #66 on:** April 10, 2012, 07:07:37 AM »

Sam,
The races are 4 to 6hrs, no upper limit on cc just have to have been built before 1980, no carbon, 40mm forks or less, not floating discs,blah, blah, blah

Really I would have to feel confident we could match the DOHC engines and Moto Bel (christ they are quick). We have the chassis to give us the advantage in braking and cornering (which is why we could post top 10 finishes against bikes with 50hp more than us, but I want to be in the mix for top 3!

Sam Green Racing · « **Reply #67 on:** April 10, 2012, 07:37:22 AM »

It would be something of a gamble Alex, sows ear..silk purse

Sam.

Darvill Racing · « **Reply #68 on:** April 10, 2012, 07:58:52 AM »

Maybe too much of a gamble!

I have 2 riders to think about, their safety comes first, I don't want something detonating whilst they are flat out.

Quote from: SamCR750A on April 10, 2012, 07:37:22 AM

It would be something of a gamble Alex, sows ear..silk purse

Sam.

bear · « **Reply #69 on:** April 10, 2012, 05:48:35 PM »

Quote from: Darvill Racing on April 10, 2012, 07:07:37 AM

Sam,
The races are 4 to 6hrs, no upper limit on cc just have to have been built before 1980, no carbon, 40mm forks or less, not floating discs,blah, blah, blah

Really I would have to feel confident we could match the DOHC engines and Moto Bel (christ they are quick). We have the chassis to give us the advantage in braking and cornering (which is why we could post top 10 finishes against bikes with 50hp more than us, but I want to be in the mix for top 3!

Alex,

We run a very reliable 125RWHP unit and a 134RWHP unit that can be a problem child.
Both these motors use the 900DOHC cranks and methanol fuel.
I'm happy to pm our specs. if you think it would be of help.

Cheers,
Brian

Darvill Racing · « **Reply #70 on:** April 10, 2012, 11:08:29 PM »

Quote from: Darvill Racing on April 10, 2012, 07:58:52 AM

Maybe too much of a gamble!

I have 2 riders to think about, their safety comes first, I don't want something detonating whilst they are flat out.

Quote from: SamCR750A on April 10, 2012, 07:37:22 AM
It would be something of a gamble Alex, sows ear..silk purse

Sam.

Hey Brian,
If your sure you don't mind sharing them with us I would love to review your specifications of these two 'beasts'!

Really appriciate the help from everyone, cheers team!

voxonda · « **Reply #71 on:** April 11, 2012, 03:07:39 AM »

[/quote]

methanol or unleaded?

Methanol's for racing, unleaded's for commuting.

Cheers,
Brian
[/quote]

Hey Brian,

Ever been able to make a direct comparison between Methanol and unleaded?

Cheers, Rob.

bear · « **Reply #72 on:** April 11, 2012, 04:28:08 AM »

Quote from: voxonda on April 11, 2012, 03:07:39 AM

methanol or unleaded?

Methanol's for racing, unleaded's for commuting.

Cheers,
Brian
[/quote]

Hey Brian,

Ever been able to make a direct comparison between Methanol and unleaded?

Cheers, Rob.
[/quote]

Not with our motors Rob, we have always ran "A".
Half the blokes running 836 motors run "A" other half petrol.
Heading to Broardford next weekend for the Victorian Titles.
I'll do some research and let you know.

Cheers,
Brian

bear · « **Reply #73 on:** April 11, 2012, 05:04:59 AM »

Hey Brian,
If your sure you don't mind sharing them with us I would love to review your specifications of these two 'beasts'!

Really appriciate the help from everyone, cheers team!

[/quote]

Not a problem.

Cheers,
Brian

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Author Topic: Just a few pics of my 1000cc engine build (Read 12100 times)