I have a 2005 XL-883. I have picked up a set of 2004 1200 Heads, Jugs, Pistons, and Cams with less than 200 miles on them. I also plan on using a Nallins Air Cleaner and a set of V&H Straightshots which I already have. I'm concerned about getting the carb to work correctly. My local independent is one of the best in the country. Do you have to have the expensive electronic tuning equipment to get everything right?

Well, you don't have fuel injection or a programable ignition system, so there is no expensive electronic tuning to do on the the bike.

The only thing they can do for you is to put the bike on the dyno with a fuel/air meter (wide band O2 sensor) in the tailpipe ... If your not at approx. 13 to 1 on the fuel/air mixture at wide open throttle, they can recommend (or do the work for you) a different main jet or needle hight position change in the carb.

It ain't brain surgery ... And a Microsoft engineer don't need to get envolved.

So this is a simple rejet job just like earlier Sportsters?

Thats all there is to it. You can get the carb just about right by the "seat of the pants" method, but the air/fuel meter on the dyno tells the real story.

Again, the timing is not adjustable. If you need a higher rev limiter do to engine mods, you will need to purchase an aftermarket ignition module such as the SE module (module is mounted right under the seat).

It ain't brain surgery ... And a Microsoft engineer don't need to get envolved.


Thanks for the ego bash. :(


Russ, Microsoft Certified Systems Engineer.


:p

I understand the front sprocket/pulley is a different size on the 1200. Are the belts the same size? Does anyone know how much the 1200 sprocket normally cost?

This is something I have wanted to get opinions on. THe 53" has, per all HD specs, a lower final ratio than the 74. Assuming the transmissions are the same, I guess they do this with a smaller front pulley. (IS this right?) If so, someone going from 53 to 74" should have a faster bike off the line, with quicker shifts up the gear line, than a stock 74, but a lower top end, and less MPH in each gear at a given RPM. Comments?

Also, for 04 and up 53s, HD claims that the clutch pull action is easier than earlier models. I am guessing that they did this with a lighter clutch spring on the 53 models. But I note they don't claim the 74s have an easier pull than before. I am guessing again, but I figure they didn't change the spring on the 74s maybe because the higher torque output there would give to slipping with a lighter spring. If so, then I wonder if a 53 converted to 74 would slip if given a heavy load. :tour Anyone know?

The 883 does have a different front belt gear than the 1200. The gearing is steeper. The belt sizes are identical. You can just leave the 883 front sprocket and you will end up with a bike that accelerates more quickly and turns a few hundred more rpms at cruising sppeds. With the rubber mounted '04, you shouldn't really notice the extra few rpms.

On the '04 and later 883's, they do have a lighter clutch spring, which can be easily changed out when converting to a 1200. I know some have done 1200 conversions and have not changed out the clutch spring and have not had any negative results, but it is a relatively easy swap and you can buy the 1200 clutch spring from the dealer fairly cheap.

I got a device for Xmas that changes the size of the balls and the shape of the ramps on the throw-out. No change of the clutch springs and the reduction in effort was astonishing. (05 883)

The primary sprocket ratio is different as well. 883 has 34 teeth, 1200 has 38teeth Trannies are the same though.

I think given the fact that a 1200 has nearly twice the HP of an 883, the larger front sprocket would be a wise choice. The 1200 also vibrates worse than the 883. The larger front sproket will allow better crusing speeds and still be plenty fast off the line.