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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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Tags
124", jörgen karlsson, s&s-cycle, sportster, supersportster

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  #11  
Old 28th March 2013
Jörgen Jörgen is offline
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Sportster/Buell Model: S&S XL124" streettracker
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Originally Posted by norseXL View Post
So, will you be done to May and come with me to the Sportster meeting in France

Tore
That would be something!

To be serious, I dont think that I will ride my bike this summer. But if I'm lucky, maybe a startup at the end of the summer. It all very much depends on the lead time for ordered parts.

I hope your ride to the sportster meeting will be great fun!
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  #12  
Old 28th March 2013
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WOW!! I heard of S&S 124" engines with B2 heads making 175+ hp normally aspirated.
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  #13  
Old 28th March 2013
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norseXL norseXL is offline
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Quote:
Originally Posted by Jörgen View Post
That would be something!

To be serious, I dont think that I will ride my bike this summer. But if I'm lucky, maybe a startup at the end of the summer. It all very much depends on the lead time for ordered parts.

I hope your ride to the sportster meeting will be great fun!
You have fun building it to, will be interesting folloving it all the way to the Dyno
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  #14  
Old 28th March 2013
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Wow, I didn't know something that huge could fit in a Sportster!

-Beer
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  #15  
Old 28th March 2013
Jörgen Jörgen is offline
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Originally Posted by iwantmybeerbackplease View Post
Wow, I didn't know something that huge could fit in a Sportster!

-Beer
Thanks
The backbone has to be raised over the rear head. I will show pics of the frame mods later on.
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  #16  
Old 28th March 2013
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What stands out is the height of the case deck. That really illustrates how tall things need to get to fit in 124". How much higher are the head mating surfaces than stock? This will be the baddest ass street Sportster motor ever, thats for sure.

Also I was wondering how you arrived at 7,000 RPM?
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Link to thread on "Harley Racing" events across the country: http://xlforum.net/forums/showthread.php?t=53470

These events include Hillclimbing, Flat Track Racing, Ice racing, Drag Racing, etc.. They are all sports dominated by Harley Davidsons. They are always located in scenic areas and are great weekend rides. The above link allows XLforum users to coordinate riding to these events together.
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  #17  
Old 28th March 2013
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Very impressive build! I see a lot of fun and Loctite in your future.

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  #18  
Old 28th March 2013
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Awesome project...subscribed.
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  #19  
Old 28th March 2013
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WOW!! Subscribing to this one!!
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  #20  
Old 29th March 2013
Jörgen Jörgen is offline
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Quote:
Originally Posted by A 4 liter V8 eater View Post
What stands out is the height of the case deck. That really illustrates how tall things need to get to fit in 124". How much higher are the head mating surfaces than stock? This will be the baddest ass street Sportster motor ever, thats for sure.

Also I was wondering how you arrived at 7,000 RPM?
Thanks!
These cylinders are .300" longer than stock. Case deck height is 6.3750", I beleive that is 1" over stock.

Regarding the -7000 range. I refer to my previous answer in the cam thread.
Quote:
Originally Posted by Jörgen View Post
One can also use the higher rod ratio for longevity (longer dwell time and minimal or no notch in the rear piston) and in order to counteract the problems with larger engines getting undervalved (longer rods is less demanding on the intake area). Besides, 1,94 rod ratio is not radical at all, and 4.375 bore with a 4.125 stroke isnt that much into the oversquare side either. The large bore also have positive effects on unshrouding the moderate 2.2 B2 intake valves, compared to the usual 4 1/8 bore 124" B2 BT engines.

The oversquare design also makes it possible to get the increased power of a 124" but still maintain the fun 2000-7000 rpm range of the 100" and smaller engines. I dont like the barred feeling of the BT long stroke tractor style 2000-5500 rpm range in a sportster. In fact I beleive this engine will have lower internal stress @7000rpm than the 100" engine. Especially with the Karling built press-in crank, piston jets and spread limiter.
This design is a bit like the 124" S&S/G2 4 3/8" bore TC challenger engines. But with the (86-90) XL:s superior valve train.

I dont plan to cam this engine for higher revs than 7000 rpm. The goal is a fun, responsive engine with a very convex power curve, peaking at 6000 rpm but keeping the power at that level all the way to 7000 rpm. With longer TBO than the 100" engine.

Anyway. Time will tell if I succeed or not. I have made a lot of expensive mistakes before
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