But for a little more money you can swap those pistons for something with more compression and deeper valve pockets allowing you to run more cam and get the whole shebang.” This needs some explanation. “You can put ’em on top of stock pistons. But what about those hi-po heads? Do they have a place in all this? “Absolutely,” Jason says. A gear drive and, depending on the rider and how he uses that bike, anything from a 551 or 570 to a 585 or 615. “Usually, though,” Jason says, “these guys just want more power from that stock displacement.” And most of the action here, he goes on, is with cam swaps. How much, after all, are those few extra inches available worth? There’s more than just displacement to this story, though, and we’ll get to that. Put it all together-big-bore, cams, and heads-and the power potential is considerable.īut what about the rider with a newer 103-inch engine or a 110? Generally speaking, bolt-on big-bore kits aren’t tops on their list. All this adds up to a bigger charge making a bigger bang. Performance heads will have significantly larger ones, both intake and exhaust, but the ports will have been reconfigured for better flow into combustion chambers optimized for compression and flame travel. Why? Start with the valves, Jason explains.
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