+1 Ace. I think there will be a 'mild' version with stock head and FI system and a 'wild' version with more. As to the REV limit, would it be possible to go past that with a different crank or is the head the limiting factor?Scott
Thanks Ace. I was thinking of shorter stroke/lighter flywheel/bigger bore for 500cc but less piston speed. Not sure it would be worth the trade off. I see that if we want to exceed the 5500/6000 RPM range there are a whole host of things to be addressed. I think a little more torque and power would be nice but I'm not seeking the race engine with high top speeds. I want a Fireball, a little more umph with good reliability, street manners, and longevity.This all reminds me of my youth with air cooled VWs. Those engines are awesome stock and will run forever but if you start looking at mods any one serious mod requires everything else to be modded to keep up. The stock engine is so well balanced as it is. I think the UCE has more to give without too much modification and while still being a good daily driver.Thanks for all the tech geek details Scott
For the non mechanics among us, does bigger bore mean closer to square than the current undersqare. You mentioned reduction of stroke (presumably to allow higher revs and thus power)...To my simple understanding stroke = torque. No? Seems to me that the quintessntial characteistic of the Bullet, and what sets it apart from more modern bikes is the disproportioate torque. Surely it would be a shame to lose this (or even shift it substantially up the RPM curve) The "Fireball " idea appeals preciesely because it doesn't mess with the stroke. Even it it were square, I don't think you would sacrifice low end torque, just more explosion throughtout the range, with higher torgue and power , which, seems to me to be competely in line with the Fireball idea : So a 600 cc would just give you more to work with. Maybe I've got this all wrong. But if street and a little more highway passing capability are the goals (as well as pulling a sidecar) then more power without shorter stroke should do it bu making the 600 cc available breather better Nigel.
Ace,While a stock bike in India might not take more compression I think it could make a nice mod. As I recall the bike sent out for magazine review had a prototype high compression piston. My Monster ran about 10.5:1 and I ran that on 92 octane pump gas, might not be available in India but it is in Europe and the US. So while these might not make good stock options, they are good aftermarket options. Here's kinda what I'm thinking:Stage 1 - High flow air and exhaust with a Power commander to get the map right, smooth and more powerful with no hit to longevity unless you flog it.Stage 2 - Stage 1 + high compression piston Stage 3 - Stage 2 + camsStage 4 and up - bigger internal mods.Stage 1 is easy and most anyone with moderate skills could install at home. Performance increase would be minimal. Stage 2 takes a little more skill to install but is straightforward and easy to both install and design. Stage 3 needs some more serious design to restyle the cam profile. It's only at Stege 3 and up that we really need to start anlyzing what the desired outcome will be so we can determine which compromises to make. It's also where we'll start realy getting the major increase in power and torque. Price also starts to climb here.Am I way off base?Scott
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