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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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  #1  
Old 4 Weeks Ago
Ridneck1986's Avatar
Ridneck1986 Ridneck1986 is offline
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Default 11:1 883-1200 build

I figured I would start off on this forum with a build I am just starting on. So here is a parts list of what i have gathered so far.

s&s adj pushrods with tubes
TC88A
KB 11:1 883-1200 flat top pistons +1cc
kibblewhite intake and exhaust valve conversion
kibblewhite .610 spring kit
SE High cap tappets
SE 1.725 rockers
All the gaskets
SE head studs
SE.551 cams

I have a good friend that owns a shop helping me out with the build. The stock cylinders will be bored to just 3.5 and going to clean and do a little head work and install compression releases. Just seeing what I can do with what I got. i will update my progress here as I go with ups and downs. More ups then downs I hope. lol. The cylinders and heads will get started tomorrow. Feel free to ask any questions you want
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  #2  
Old 4 Weeks Ago
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Quote:
Originally Posted by Ridneck1986 View Post
I figured I would start off on this forum with a build I am just starting on. So here is a parts list of what i have gathered so far.

s&s adj pushrods with tubes
TC88A
KB 11:1 883-1200 flat top pistons +1cc
kibblewhite intake and exhaust valve conversion
kibblewhite .610 spring kit
SE High cap tappets
SE 1.725 rockers
All the gaskets
SE head studs
SE.551 cams

I have a good friend that owns a shop helping me out with the build. The stock cylinders will be bored to just 3.5 and going to clean and do a little head work and install compression releases. Just seeing what I can do with what I got. i will update my progress here as I go with ups and downs. More ups then downs I hope. lol. The cylinders and heads will get started tomorrow. Feel free to ask any questions you want



If those pistons are the Keith Black hypereuretic pistons, you may want to reconsider them. They retain heat very poorly and can cause air cooled motorcycles to go boom. especially if you get any knock.
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  #3  
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I like the TC88A
The other choices not so much.
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Quote:
Originally Posted by ReddTigger View Post
If those pistons are the Keith Black hypereuretic pistons, you may want to reconsider them. They retain heat very poorly and can cause air cooled motorcycles to go boom. especially if you get any knock.
They are supposed to be forged.
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Quote:
Originally Posted by rocketmangb View Post
I like the TC88A
The other choices not so much.
This is like a first crack at it. Trying to be a little different then everyone else. I have a road king as well. This is gonna be a play bike how ever it turns out. Haha. I chose the tc88a because of reading post of your map in and other members as well.
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So you gonna run the 883 heads over a flat top ?
551 cams with high lift rockers ?
So what about Valve to Valve clearance ?
Not sure about those KB pistons being forged
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Quote:
Originally Posted by rocketmangb View Post
So you gonna run the 883 heads over a flat top ?
551 cams with high lift rockers ?
So what about Valve to Valve clearance ?
Not sure about those KB pistons being forged
this was my first concern reading this as well, if there is even enough clearance to run high rations on a 883 head with flat tops..
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TDC's on those cams are .197/.122 @1.65 ratio. They're on the mild end of the overlap spectrum at only 35 degrees.

At 1.725 ratio, that works out to .206/.127, which is still pretty low. I don't see it causing any issues with valve-to-piston, especially with an aftermarket forged piston.

Max lift would go up to .576. With 1.720/1.480 valves, you're talking an L/D ratio of .33/.39, which gives a curtain area that's well past the throat diameter. In other words, the valve has been lifted well beyond the point where it's the thing limiting the flow. At that point the flow curve noses over and flattens out, you're flowing all the air it's got for you. The 1.725's small broadening effect on the cam timing is going to be a bigger help than the additional lift, but it's tiny.

Those lifts by the way assume you get the full 4.5% theoretical gain from the rockers, which is not a foregone conclusion. The geometry has to be set up correctly to realize that gain. But presumably his head porter knows how to do that.

Anyway, I think the combination will be fine on valve-to-piston. If the decks get a bunch whacked off, then he might get into trouble. But not with moderate decking.

Valve-to-valve could be closer, but hopefully his head porter checks it.

If this was my project, my biggest concern would be the 44 degree intake close timing in combination with an 11:1 CR. That's pushing things. Hopefully he has a plan for dealing with it.

Other than that I don't see any real concerns with his plan. I think it burns some money on things that aren't going to do anything for him, but I don't see any actual problems. Hopefully he puts it on a dyno and shows us the result, I'm always up for gathering data.
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Quote:
Originally Posted by rocketmangb View Post
So you gonna run the 883 heads over a flat top ?
551 cams with high lift rockers ?
So what about Valve to Valve clearance ?
Not sure about those KB pistons being forged
Going off of the website for the pistons, they should work fine for the 883 heads with the stock ratio rockers. They for use with 883 heads or 1200 heads. I do not for see a problem with the pistons as long at the clearance is correct, which we will check before any milling of the heads so my porter knows what he is working with.

I will put up a dyno after I get my street tires back on the bike. Right now it has dirt bike tires.
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Quote:
Originally Posted by aswracing View Post
TDC's on those cams are .197/.122 @1.65 ratio. They're on the mild end of the overlap spectrum at only 35 degrees.

At 1.725 ratio, that works out to .206/.127, which is still pretty low. I don't see it causing any issues with valve-to-piston, especially with an aftermarket forged piston.

Max lift would go up to .576. With 1.720/1.480 valves, you're talking an L/D ratio of .33/.39, which gives a curtain area that's well past the throat diameter. In other words, the valve has been lifted well beyond the point where it's the thing limiting the flow. At that point the flow curve noses over and flattens out, you're flowing all the air it's got for you. The 1.725's small broadening effect on the cam timing is going to be a bigger help than the additional lift, but it's tiny.

Those lifts by the way assume you get the full 4.5% theoretical gain from the rockers, which is not a foregone conclusion. The geometry has to be set up correctly to realize that gain. But presumably his head porter knows how to do that.

Anyway, I think the combination will be fine on valve-to-piston. If the decks get a bunch whacked off, then he might get into trouble. But not with moderate decking.

Valve-to-valve could be closer, but hopefully his head porter checks it.

If this was my project, my biggest concern would be the 44 degree intake close timing in combination with an 11:1 CR. That's pushing things. Hopefully he has a plan for dealing with it.

Other than that I don't see any real concerns with his plan. I think it burns some money on things that aren't going to do anything for him, but I don't see any actual problems. Hopefully he puts it on a dyno and shows us the result, I'm always up for gathering data.
Thanks for the explanation of the idea. not really sure what im doing but my head guy does. I will deff keep this post updated will the progress of ups and downs.

As far as some wasted money that's always my problem. Lucky for me he just has the cams on the shelf and said I could try them along with the high ratios rockers, so it a win win for me.
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