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Sportster Motorcycle Engine Conversions Advice, questions, and tips for 1200, 1250, 1340, 1450 etc... for Sportster and Buell motorcycle engine conversions

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  #11  
Old 20th July 2019
Glamazon Glamazon is offline
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I rode with a guy from Sportster Sickness UK North West crew who had 883 heads on his 1275 conversion. It was one of the fastest Sportsters around, not much could keep up with it! He had the heads flowed and worked on though.
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  #12  
Old 20th July 2019
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Hammer put 2.02 inch intake valves in the stock 883 heads I sent them.
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  #13  
Old 20th July 2019
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My sportster is 110 HP with 883 heads.
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  #14  
Old 20th July 2019
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Quote:
Originally Posted by Maukkavee View Post
883 heads does not fit to +1200 conversion kits.
The vast majority of 883 to 1200/1250/1275 conversions are done with stock 883 heads and reverse dome conversion pistons. It's the common way to do it. Relatively few people buy 1200 heads when doing a conversion.

Four different companies offer 1250 kits. Three of those four offer them with reverse dome conversion pistons that work with stock 883 heads. Only one of the four companies (the one you mentioned) doesn't offer them, they instead ask you to buy a set of 1200 heads to use their 1250 kit.

Only one company offers 1275 kits (us), and the kits are available with reverse dome conversion pistons that work with stock 883 heads.

I can't speak for other companies, but I can tell you that when it comes to 1250 and 1275 kits from us, reverse dome conversion pistons for use with stock 883 heads are by far our best sellers. We offer more than a dozen different piston designs, to accommodate about every performance combination imaginable, and reverse dome conversion pistons outsell all other piston options combined.

Be aware though that other things are required for a successful conversion, beyond just the engine kit itself. I can't speak for other companies, but for a 2005 model our kits also require:
  • A clutch upgrade (the stock 2004+ 883 clutch will not hold the torque of our kits)
  • A new ignition (to give an appropriate curve for the faster burn of our kits)
  • Colder spark plugs (to allow more cylinder pressure without detonation)
  • Carburetor Jets (to get the fueling right for the larger displacement)

In addition to the above list, we also recommend an upgrade to a complete top end gasket set (+$40, so that you'll have every gasket and seal you'll encounter during the installation) and our ring gapping/preassembly service (+$40, to make the installation much simpler).

We offer a complete package that includes all of the above items, including a clutch spring compressor and primary gasket to go with the clutch upgrade. That package literally has everything you need for a successful conversion except the oil.

You'll notice that cams and tappets are not part of the above list of required items or included in our complete package. Upgrading cams and tappets is completely optional, it is not required with our kits, and the vast majority of basic conversions we sell do not upgrade these items and the kits work just fine. But you can do it if you want. See here for information and dyno results for cam swaps on basic conversions.

In other words, unlike the competitor you mentioned, our complete packages are designed to provide everything you need but nothing you don't. You can always add cams and tappets, it's optional. But our package has everything you actually need for a successful conversion. That's how we've chosen to configure the package. Comparing it to a package that has cams and tappets but leaves out a bunch of other things you'll need, well, here in the US we would call that "apples to oranges".

One other item to consider is fin size. Our kits maintain the factory fin size, thus maintaining the motor's cooling capacity and preserving the original appearance. We are the only company offering 1250 and 1275 kits in the 2004+ big fin style.
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