reliability of big bore kits

[1FSTRK]

Do not forget that some of the big numbers have counterbalancer removed and the crank is lighter and back to a TC A style on balance factor .

As for the BIG scare in crank failures for one I am happy to see the stock crank taking the abuse thus far and not sticking rods or twisting up . Time will tell as the builds keep pushing further . But the 137 is making 1.37 + per cube that is outside of the TC on avg .  124 tc would need to be right at 170 HP  and there are a few but not many in NA form.

So would you agree that the Ward 137 is the same type of build as those few 124 TC builds or are you saying these big inch big power M-8's are daily driver builds.
The street ridden race/dyno shootout Evos and TC engines have been north of 1.4 for over 20 years.

[HD/Wrench]

I think its still in the One off stage myself the quest for Big CI seems to be the current trend . Comparing a B1 or B2 head SA cases in many builds to a OEM platform with a reworked stock crank OEM head ported  is a very grey area . Can you really compare them ?? IF so what and how do  you compare them  .

Example not a massive build but the one I posted  Drop on 124 kit Over the shelf TB small cam bolt together with stock heads making 140/150 . That to me is impressive . Its not going to be the next Shoot out King .. Ok ,....but show me where that was possible in the past,  using a  OEM engine with a few bolt on parts & STOCK heads that would do that ??

I think the word I am looking for is potential . How long is it before someone replicates the OEM head and releases the next Step ?? 


Sure you have the bikes like Pauls 126 its a monster do doubt , But it is not a stock engine by any stretch of the imagination. Now is it a engine that the avg guy can afford , or tune etc .??  Not putting your Build down Paul ,  its a shining star for a pump gas build .

You have shops not prepping or knife edging the crank just yanking the counter balancer out  to get more RPM out of the engine and going big .

There are tons of variables and to me hard to really compare them ALL on a level playing field at least in my opinion .

I think it will not be  long before 200 HP pump gas bikes will be more common then previous

Time will tell if they hold up , and I am still waiting to see some of these build be repeatable .

[Hossamania]

Hmm, 150 to 200 horsepower, plus corresponding torque, in a 400 pound sport bike...
I want one.

[turboprop]

Hmm, 150 to 200 horsepower, plus corresponding torque, in a 400 pound sport bike...
I want one.

What 400 pound sport bike are you referring to, certainly not anything from Harley.

[pwmorris]

I think its still in the One off stage myself the quest for Big CI seems to be the current trend . Comparing a B1 or B2 head SA cases in many builds to a OEM platform with a reworked stock crank OEM head ported  is a very grey area . Can you really compare them ?? IF so what and how do  you compare them  .

Example not a massive build but the one I posted  Drop on 124 kit Over the shelf TB small cam bolt together with stock heads making 140/150 . That to me is impressive . Its not going to be the next Shoot out King .. Ok ,....but show me where that was possible in the past,  using a  OEM engine with a few bolt on parts & STOCK heads that would do that ??

I think the word I am looking for is potential . How long is it before someone replicates the OEM head and releases the next Step ?? 


Sure you have the bikes like Pauls 126 its a monster do doubt , But it is not a stock engine by any stretch of the imagination. Now is it a engine that the avg guy can afford , or tune etc .??  Not putting your Build down Paul ,  its a shining star for a pump gas build .

You have shops not prepping or knife edging the crank just yanking the counter balancer out  to get more RPM out of the engine and going big .

There are tons of variables and to me hard to really compare them ALL on a level playing field at least in my opinion .

I think it will not be  long before 200 HP pump gas bikes will be more common then previous

Time will tell if they hold up , and I am still waiting to see some of these build be repeatable .

No problem Steve,
I know you aren't baggin on my build, and yeah it costs what it costs.
You know the sayin'...."Horsepower/Speed costs, how fast do you want to go?"
Maybe I'm confused but I am seeing 10 grand plus for these top kits (plus the cost of the original motor), plus tune.
STAR M8 Stage 3-
Turn Key $9,375

Options Required for Maximum Power:

D&D Billet Cat Pipe --$1,300
D&D Ghost Pipe----$389
End Caps for Pipes---$140 each
TTS Tuner-------- $440
Air Cleaner------- $399

Pretty sure other companies (have you checked the price for a top of the line Fuel Moto M8), when all said and done, these Big Dogs are ALL in this ballpark.
12-15 grand-give or take at the end of the day-all in-and it still can't touch me for a daily driven STREET PUMPGAS build.

Sure you can do a 5 grand kit for lower numbers but let's be real....
It don't include pipe, tune, labor, etc, etc, etc.

BTW, my EVO 131" making 200 N/A was with standard, NON S/A cases, stock S&S flywheels.

[Hossamania]

Hmm, 150 to 200 horsepower, plus corresponding torque, in a 400 pound sport bike...
I want one.

What 400 pound sport bike are you referring to, certainly not anything from Harley.

Correct. Just dreaming.

[yobtaf103]

Fuel Moto's 124" has more peak hp and torque and also has a nice broad torque plateau. Not as flat as that one, but very similar nonetheless while having higher #'s.

I have this exact setup ordered. It will be interesting to see how close the #s are when done.

Look fwd to see how close you get, seen FM just done this build but with customers SE air cleaner/Billet cat, 145/147 sae