Ferracci Performance...anyone had experience?

[Guest Ronbo10]

Howdy to all,

 

My first post, if I recall. Haven't been able to ride hardly at all lately, trying to keep a fledgling marriage going while the wife works about 120 miles away from here in PA (means we've had to rent an apartment there while all the toys stay down here in PA blah blah blah). I'm hoping things'll change by next summer.

 

My situation: I've got a 2000 green V11 which I love and with which I have no intention of parting company. It's got a Raceco UK exhaust, pod filters, CRG mirrors, and a Stucci bikini fairing. Oh yeah- it's got a power commander III as well. Ferracci dyno'd it and tweaked the power commander, and his report says it's puting out about 86 bhp. It might be a little weak in the mid, as the exhuast is a big bore made for flowing more than the current setup is capable of making. I was thinking of remedying that with some performance parts that Ferracci is now offering- a drop in piston kit that raises the compression ratio from 9.5:1 to 11:1. Plus they offer a "big valve" kit, which is only margianally bigger (about a milimeter bigger than stock for both intake and exhuast). The valves maintain the stock valvestem diameter. Ferracci claims it helps the bike put out about 95 bhp, using their exhaust slipons, PCIII and hi-flow filter which uses the stock airbox. But most improtantly to me is that it supposedly fattens up the midrange to the point that the bike will wheely out of the slower corners. Not that I'm a wheely meister, mind you, but I wouldn't mind if the bike did have a little more punch off the bottom.

 

Does anyone have any experience with these kits and or work performed by Ferracci? It's true they've won WSB championships etc. etc, but will they put in the same professional effort to a Guzzi? I have no reason to believe they wouldn't, but I wonder. If noone has tried any of this, are any of you considering it? For Ferracci to do it would cost a bit more than $1500, or perhaps it's something I could try myself. Dunno. Never tried anything like that before, to be honest.

 

Incidentally, does anyone know what happen to Amedeo and Raceo-UK? Their website link doesn't seem to work anymore.

 

Cheers, and thanks for any information any of you may be able to pass along. I'll be away for the next few weeks so pardon me if I don't respond to any feedback for sometime.

[Motomonster]

I have the airbox kit and it kicks ass. I get a noticeable powerboost in the mid to hi RPM's. My passing power is right there. Plus, your bike will bloody roar.

[al_roethlisberger]

Jaap, can we move this to Technical Topics?

 

 

Regarding the FBF parts... I've heard good things about many of their products, and it is true that they did sponsor Ducati bikes and race successfully for years.

 

And I heartily recommend them for ordering OEM Guzzi parts, and other accessories. They have great customer service.

 

 

In regard to their various kits, keep in mind that to achieve a target, the solution should be considered and approached as a well-planned package(not that I've always done so )

 

Not suggesting you are doing so, but just throwing bits and pieces at the bike may not work well together. So I would talk to the Ferracci staff and let them know your goals, and they can perhaps put together a package that is affordable, street-reliable, and reaches your target.

 

Victor from FBF is often on this Forum, so I'm sure he can respond.

 

 

Regarding the valves, not sure. Their "large valves" are only .5mm larger each. The stock exhaust valve is 39.5mm, and their large valve is 40mm. Similarly the stock intake is 46.5mm, and the oversized valve is 47. This is not a huge difference, but more importantly it should be paired with intake tuning to get a real benefit.

 

A comment on these by Mike Rich, who does the porting for the Cooked Goose Land Speed Record Team:

 

 

THE DIFFERENCE IN FLOW THROUGH OUT ALL LIFT RANGES BETWEEN THE 40MM EX AND 39.5 MM A BIG FAT ZERO - ON THE GUZZI EX - BACK SHAPE HAS MORE TO DO WITH FLOW THAN THE .5MM DIAMETER INCREASE

 

 

... so, Perhaps some more research is needed...

 

 

They also do indeed have a drop-in piston that claims 11:1 compression. I am not doubting that they necessarily acheive a true 11:1 ratio, but I would still encourage some incredulity against the accuracy of that figure for two reasons:

 

1) The MG combustion chamber, often touted as ~10:1 is notoriously optimistic. Real figures often put somewhere around 9.5:1 So, and I'm assuming much here, if FBF has calculated their 11:1 figure based on the MG official compression ratio as a starting benchmark, they may be off by quite a bit.

 

2) The V11 combustion chamber is also notorious for having odd hot-spots, and detonation(pinging) under high compression and heat. Most tuners say a true 10.5:1 ratio for the street is really pushing the limit of reliability and streetability. That's not to say one couldn't run an 11:1 ratio in some bike without problem, but that is apparently running at the edge of what is recommended.

 

So, from both perspectives, and from my assumed position since I've never seen the FBF pistons tested... I have some doubt that they are a true 11:1

 

Now that being said, that doesn't mean they aren't awesome pistons, nor produce great results. I'm just not familiar enough with them to know anything either way. Perhaps someone here has installed them. I think Rosso#248 has them installed, and was talking about his bike in his bike's introduction thread. You might ping him

 

But before you take the plunge, why don't you also give Mike Rich a call. He is always more than happy to chat, and he may have an alternate perspective and suggestions.

 

Mike Rich Motorsports

21 Jerusalem Hollow Road

Manorville, New York 11949

(631) 874-7032

 

http://www.cookedgoose.org/

 

Below is the news blurb from FBF regarding the upgrades and bike you were mentioning.

 

One other thing... beware of gross HP claims. It's interesting that with no major modifications FBF is reporting 86hp(rear-wheel?) for your bike, while Rosso#248 is reporting 86rwhp with many of the same mods *including* the FBF 11:1 pistons, and I have a reported ~85rwhp at the last check with no special internals other than ported/flowed heads. We all have aftermarket exhausts, and PCIII's. So....

 

And JohnT has had his engine completely rebuilt, lightened, new cam, rods, you name it.... only perhaps missing just the pistons(FBF's or Mike Rich's) ... and is only able to squeeze out 90hp at the rear wheel.

 

Again, I'm not meaning to impugn anyone's HP figures, but keeping a skeptical and inquisitive mind about these figures might be a good thing. 95hp at the rear wheel on a streetable 2 valve bike seems a bit much. But who knows

 

As I've said many times, if I can hit 90rwhp, I'll be happy. Although I'd take 95, and happily "eat crow"

 

Good luck!

 

al

 

 

>

>            Nuovo Thunder!

>            Performance icon Fast By Ferracci has

> turned its attention to

> the Guzzi twin. Look out!

>

>            Written and Photographed by Nolan

> Woodbury

>            exclusively for Moto-Euro Magazine.

>

>              I had never felt this sensation before,

> but couldn't quite put

> my finger on it. Make that a frozen finger, courtesy

> of the frigid eastern

> Pennsylvania winter I was riding through. Perplexed

> but happy, the

> Moto-Euro/Fast By Ferracci V11 Sport provided the

> entertainment by offering

> heaping doses of rapid forward motion every time the

> throttle was opened.

> But, shiver, it was time to turn back. We've offered

> goodies in the past;

> key chains, t-shirts, calendars and more, but an

> Official Moto-Euro

> popsicle? Not going to happen. Check with me in

> July.

>

>            Suddenly it hit me. That aforementioned

> feeling? It was last

> summer, bopping around on one of Ghezzi & Brian's

> sneaky fast and oh-so

> lovely Supertwin 1100s. That's it! The talented team

> at Fast By Ferracci has

> managed to pour enough horsepower in the Sport to

> make it feel 100 pounds

> lighter. Impressive, when you come to realize the

> changes haven't been

> wholesale ones, but instead a carefully calibrated

> series of modifications

> that are, aside from the exhaust, impossible to

> detect from merely viewing

> the motorcycle.

>

>            The Science Of Speed is nothing new to

> FBF founder Eraldo

> Ferracci, whose resume charts over 50 years of

> speed-tuning motorcycles. At

> a very early age in his hometown of Pesaro, Italy,

> Eraldo found work in a

> shop that supported Marco Benelli's (son of

> Giuseppe, the oldest of the six

> Benelli founders) European racing team. By the age

> of 15, Eraldo was a crew

> member for champion rider Libero Liberatti, who gave

> the young Italian some

> of his first lessons in speed. Those skills,

> combined with his

> ever-increasing knowledge, would quickly translate

> into a factory ride. In

> his roadracing career, Eraldo piloted MotoBi, Moto

> Morini, and Gilera,

> becoming Italian National Champion in the 125cc

> class in 1963. In 1964,

> Marco Benelli asked Eraldo to forgo his racing

> career and devote himself to

> becoming the head of R&D. Three years later, Eraldo

> was asked to leave his

> homeland to set up a new Benelli factory near

> Philadelphia.

>

>            Exactly 17 years later, Ducati in Italy

> agreed to produce

> engines for its rivals at Cagiva, and by the middle

> of 1985 Cagiva owned

> them outright. With several ties to both Ducati and

> Cagiva (where many of

> Eraldo's old friends now worked) the partnership

> between Ducati and Fast by

> Ferracci was a happy and successful one. Beginning

> in 1987, Ferracci

> supported Ducati mounted privateers, and by the late

> '80s found great

> success in Twins competition. In 1990, Jamie James

> competed in World

> Superbike on a FBF Ducati, with Eraldo winning two

> AMA Tuner of the Year

> awards. Rider Doug Polen won half of the WSB races

> Team FBF entered in 1991

> and '92 and followed that by dominating AMA

> Superbike for the next two

> years, Polen winning the Championship in 1993, and

> Aussie Troy Corser a year

> later. A legacy was born as Fast By Ferracci was now

> world famous and renown

> for speed.

>

>            The Guzzi/Ferracci marriage? Credit

> Ferracci sales associates

> Victor Castaneda Jr. and Ed Perry for the initial

> push, reasoning that new

> Guzzis on the floor would blend very nicely with (of

> course) Ducati and the

> other European exotics FBF offers. More strong ties

> exist as an industry

> insider; Eraldo's oldest son, Larry Ferracci, is

> President of nearby Cagiva

> USA, importers of Husqavarna, Cagiva and MV Agusta.

> Making such a commitment

> is no small issue for FBF, which offers performance

> upgrades and accessories

> for each of these brands in its catalog. Never one

> to do anything halfway,

> taking on Moto Guzzi would require (in Eraldo's

> eyes) a thorough study of

> the Guzzi family of motorbikes and the freedom to

> offer his customers

> something very special. Satisfied, Ferracci and

> General Manager, Hoak Wilson

> sealed the relationship with Guzzi's John Stoddard

> and former US boss, Alex

> DiBagno.

>

>            Our black 2000 Moto Guzzi V11 Sport was

> purchased by the

> publisher in 2001, shortly before the release of the

> first issue of M-E.

> Although the Sport has been very reliable during its

> first 4000 miles, it

> had exhibited several warts: the occasional hot-ping

> for example, iffy

> injection manners, and a vague high-speed weave. We

> learned of the FBF/Moto

> Guzzi connection from the good folks at Guzzi USA

> and made the call.

> Although Ferracci has offered a piston (developed in

> conjunction with

> Wiesco) and exhaust crossover upgrade for the

> Cali-series for a short time,

> the prototype 'first series' performance kit for the

> sporting V11/Le Mans

> models entailed more research, but was now ready for

> testing. We had the

> mouse, Ferracci dangled the cheese, and the Sport

> hitched a ride to

> Pennsylvania.

>

>            Our initial impression of Ferracci's

> workshop is that of nearly

> surgical cleanliness -- the very definition of

> organization. We meet Eraldo,

> Service Manager Phillip Seiberlich, and mechanic,

> Jason Pellengahr and began

> our education of the FBF/M-E V11 Sport. "This kit is

> designed for easy

> installation by the owner," reports Ferracci in a

> still-thick Italian

> accent, "straightforward engineering." Starting at

> the top of the engine,

> our Sport has received a set of FBF's oversize (40mm

> exhaust/47mm intake)

> stainless valves, running in the stock guides and

> re-machined seats to the

> correct diameter. Also included was a mild

> porting/polishing to both inlet

> and exhaust tracts. Mild? "The stock finishing is

> quite good," says

> Seiberlich, a talented machinist and tuner in his

> own right, the caliber of

> his work receiving Eraldo Ferracci's highest praise.

> "There is no reason to

> remove copious amounts of material. It is more of a

> smoothing, or

> polishing."

>            Moving down, a set of high-domed

> pistons, each 28 grams lighter

> than the factory slugs, drop into the stock 92mm

> bore. Raising compression

> from 9.5:1 to 11:1, these forged parts are supplied

> with rings and

> lighter/stronger wrist pins. Beautiful pieces they

> are, too, wrought after

> extensive research by Eraldo so they would be

> lighter and require no

> re-balancing of the crankshaft assembly. Intake

> chores are handled by FBF's

> air box conversation kit, which places a high

> performance filter in the now

> topless airbox. Aiding in the removal of spent

> gasses is a pair of throaty

> Fast By Ferracci carbon wrapped slip-ons, and

> squeezed between them and the

> stock headers is a prototype H-pipe crossover. "The

> production version will

> be lighter yet, and a great deal prettier," says

> Seiberlich, but I think the

> welded-up blue stainless looks cool. All said, the

> exhaust alone shaves

> nearly 15 pounds off the Sport's weight.

>

>            The heart of the Fast By Ferracci/M-E

> V11 Sport is the Power

> Commander III. This electronic box for adjusting

> mixture fits in the ECU

> loop, between the stock wiring harness and the

> Sports computer, allowing

> adjustment for optimum mixture in low, mid, and high

> rpm operation. In

> addition, a CD is provided along with a cable to

> connect the unit up to your

> personal PC. If you don't have a computer,

> adjustments can be made via

> buttons on the faceplate of the unit. In this case,

> Eraldo has the Sport's

> Power Commander hooked to FBF's Dynojet system,

> located in his pressurized

> Dyno room where he is preparing the Sport for its

> mapping session. "With

> these modifications, reliability and longevity are

> not impaired. In fact,

> both likely to be improved upon given the increased

> balance of the engine

> and the spot-on fuel/air mixture. You can run this

> engine for many, many

> miles and avoid excessive buildup due to an overly

> rich mixture, while

> avoiding the heat of running too lean. More

> compression combined with the

> modifications to the intake and exhaust means more

> power. The key to making

> it all work correctly is the mapping." Eraldo can

> spend up to an entire day

> mapping a motorcycle, adjusting mixture for the

> entire rpm range, gear

> combination and barometric conditions. From bone

> stock engines, slightly

> modded, or full race tunings.

>

>            Our session was more of a demonstration

> but still lasted over

> two hours. Eraldo ran the Sport bone stock upon

> arrival and netted a best

> figure of 77 rear-wheel horsepower, but with the FBF

> mods in place improved

> that figure by a whopping 18 HP to 95. And it isn't

> even run in yet! "I can

> gain another 7 or 8 HP by fitting separate filters

> to the throttle bodies,"

> Eraldo reveals, "We're working on that as we speak."

>            When testing a new V11 Sport for

> Moto-Euro nearly two years ago,

> ("90 Degrees and Rising" M-E Summer '01) we compared

> the bike back-to-back

> against a 1978 Le Mans 850 and came away impressed.

> The newer bike with its

> bigger, square-fin 1100 lump pumped out over 20 more

> horsepower and hooked

> to a slick shifting six speed transmission easily

> won that comparison.

> Equally honest parallel evaluations with more modern

> Euro twins, a 996

> Ducati or Aprilia's RSVR for example, quickly

> revealed the Sport as a softer

> version of the genre. Moto Guzzi twins respond well

> to cylinder head, intake

> (read: more fuel) and exhaust modifications,

> generally shipped from the

> factory lean, green, and not especially mean. This

> has improved dramatically

> since switching to fuel injection six years ago, but

> with each week

> seemingly ushering in improved technology this, too,

> can be improved upon.

> "The stock mixture readings," says Eraldo, pointing

> to the nearly horizontal

> graph now shown on the computer screen, "were all

> over the place."

>

>            Frosty cold or warm, the Sport easily

> fires with a twist of the

> fast idle lever and a jab of its starter button.

> Right away you can tell the

> bike has grown a whole new personality, and not just

> from its booming,

> soulful exhaust note. Throttle response is instant,

> so quick the bike almost

> threatens to jump out from under you. The cold seeps

> right through my

> leathers without delay and the V11's ability to gain

> forward momentum in a

> rapid fashion doesn't help. The FBF mods cause the

> engine to behave like a

> good street engine should with smooth, linear power

> that builds with a fury.

>

>            Now the transmission ratios make even

> more sense as the Sport

> happily deals with stop and go traffic as easily as

> it does full throttle

> romps. The power is always there, but with no

> shuddering or bogging in high

> gear or breathlessness winding out in low. It's

> pretty simple, the longer

> you stay on the throttle, the more power the engine

> makes. Copious torque

> makes short-shifting a breeze, while banzai runs

> into the upper rpm ranges

> at least in the lower gears causes the Sport's

> front wheel to lighten. Not

> only is the bike much faster and more agreeable,

> it's also considerably

> smoother with far less buzzing in the tank, footpegs

> and grips. Oh yes, that

> pesky high speed weave? FBF's considerable

> experience with the suspension

> components found on our Sport found a workable

> solution by backing the

> pre-load way off the rear shock. Better, but we've

> still got a bit of work

> to do here.

>            After the test ride and when all the

> bikes and tools had been

> put away, we had the chance to sit with Eraldo and

> members of his crew to

> discuss the current state of motorcycling and

> performance tuning. When I

> expressed my enthusiasm regarding the Sport's road

> manners, Eraldo lingered

> to elaborate. "The Guzzi twin is a good engine.

> Tough, and fairly easy to

> manage. The figures we're getting may not seem like

> a great deal these days

> but it feels good, it feels like more. If a customer

> asked us for 140

> horsepower? No problem. But, I'm not sure if he

> would be totally happy in

> the long run. Moto Guzzi owners like to travel,

> tour, put lots of miles on

> and this is a good engine for that. We're now

> getting 100 rear wheel

> horsepower from the Moto Guzzi 2-valve, while

> remaining as, or more

> reliable, than a stock engine." Eraldo pauses to

> look out the window of his

> office to where the Sport is parked. "That," he

> announces before we leave

> for dinner, "is a very nice Moto Guzzi now."

>

>            OK, you can plainly tell Moto-Euro is

> delighted with the Fast By

>  Ferracci performance kit for Moto Guzzi, and while

> it is true that several

> members of the staff (the author not withstanding)

> are die-hard Guzziphiles,

> you might be thinking "So what?" Certainly, there

> are numerous facilities in

> the industry that perform excellent work in

> speed-tuning the Guzzi twin.

> Fair enough, but let's say you've had your eye on

> one of those beautiful

> solid red or black Le Mans models, or maybe a carbon

> adorned V11 Scura and

> getting one putting 100 HP on the ground would put

> the deal over the top.

> Contact Ferracci, pick the Moto Guzzi you want and

> have Eraldo and his crew

> fit the performance kit described in this article.

> Not only will you ride

> away on a very special motorcycle, it'll come with

> the full factory warranty

> to boot! They can breathe extra ponies into your new

> or used EV or Stone as

> well. In fact, we banged one of Ferracci's hotted up

> Cali's during our V11

> Sport test ride and came away similarly impressed.

> Have we gotten your

> attention yet? The point is this: there are Moto

> Guzzis and there are FBF

> Moto Guzzis, and the differences are unmistakable.

> What? You expected less

> from Eraldo Ferracci?

>            And really, when it all boils down, that

> is what makes the whole

> deal special. Downloadable maps and ease of

> installation are genuine pluses

> for this performance kit, but I admit the personal

> "laying on of hands" by

> Eraldo makes our FBF/Guzzi special all that much

> more appealing. We're

> talking about one of the great tuners of our

> generation, with or without

> four Superbike Championships.

>

>            More impressive is the multitude of

> inventions and personal

> accomplishments Eraldo has authenticated in his

> life. The motivation behind

> them is something that causes, for me, a much deeper

> respect and admiration

> than that given for trophies, banners and awards.

>            After Benelli dried up, Eraldo and his

> family were left in a

> strange country with only their wits to support

> them. "Building fast bikes

> is what I do, what I know. I had a family to support

> and kids to feed. I

> built bikes and raced them so people could see the

> difference, and they did.

> It's always been about that. People say their this

> and that, but I've always

> believed you have to get them out there side-by-side

> and see what happens.

> Separate the fact from fiction. We have been

> successful because we know what

> we're doing. It's a matter of record." Another fact

> is every part, every

> plan, and every finished project completed at Fast

> By Ferracci passes before

> Eraldo before it is delivered to the customer.

> "Everything comes from here,"

> Ferracci explains, his hands over his heart. "We

> take this personally. A

> portion of us goes into every bike." The hard parts,

> the finely crafted

> pistons and assemblies for which Ferracci is so well

> known, you'll have to

> pay for. By the same token, the time invested in

> preparing your motorcycle

> for years of road use or racetrack success will not

> come freely. The

> experience, however, over 50 years of mixing of old

> fashioned values with

> high technology and the passion to strive for even

> better, is included at no

> extra cost. You'll soon discover those are the most

> valuable of all.

>

>

>      Copyright ) 2000 Moto-Euro Magazine. All

> rights reserved.

>

>

> Above is the article that appeared in Moto Euro

> Magazine this summer on the

> project V11 Sport we built for them.  Check out

> their website

> (www.moto-euro.com) and their first class magazine

 

[dlaing]

If you just get the FBF crossover, that should fill in the midrange nicely.

If you go for the oversize valves you can not go back without big bucks, while if you get the valves redone to stock size with better valves, you can get better longevity and upgrade to bigger valves in 100,000 miles.

Guzzi stock valves have premature wear issues, (not under recall) so this winter may be a good time to take care of that and other recall issues.

Ferracci also does porting, which may give you a couple hp.

The FBF pistons can probably be compensated for with a richer mixture.

But few have tried the pistons and posted on this forum.

Mike Rich or Ferracci, both appear to do excellent work.

Mike Rich also offers a piston upgrade.

More people on this list have gone to Mike Rich, with much success.

But you are in Ferracci territory, so go for it, and let us know the results!

I would just avoid the larger valves.

[Guest Ronbo10]

Wow! You all are great! I wasn't expecting so much response so quickly. Glad I checked the forum this morning. Thanks to everyone who has written. In response to some of the comments and suggestions...

 

Perhaps I should be happy and leave the Sport alone. I've got that dyno chart around somewhere. Unfortunately I can't locate it presently, because I want to see if my memory has served me well here. I'm pretty sure that 85 point something was the figure. Then again, I was also thinking the valves were a full mm bigger, and I missed the mark there by a bit. I've never had the bike dyno'd elsewhere, so I don't know if 86 might be a bit optimistic. If the dyno figures are in fact accurate, all I can imagine is that the pod filters coupled with the bigger bore exhaust might indeed make a difference. I don't recall just how much larger of a diameter this exhaust is, and unfortunately Raceco-UK didn't offer it any longer last time I was able to access their website. Now I'm not sure if Raceco is still a going concern. Hope so. Amedeo is good people. Incidentally, they had a full spec V11 project bike they had done for a customer, with cam etc. and were claiming in the end something on the order of 117 bhp, though surely that figure must be at the crank, given what you all have said. Still, that would have to be something close to 100 at the rear wheel. Talking to a gent at FBF, he had said that they elected to not make a full exhaust, as the feeling is that the stock headers cannot really be improved upon (crossover not withstanding). My guess is that if you were really to go all out with a V11, maybe 100 bhp would be achievable. But maybe not reliable. And you have to ask yourself what would be the point? There are much better candidates for extracting huge amounts of horsepower out of the engine. Most folks to buy MG's to go out and beat up on R1 owners et al. The reality for me is that my bike is more than fast enough as it is now to be fun.

 

To be honest, I have kind of wondered about doing much head work or anything that might cause pre ignition (knock). My guess is the basic combustion chamber is not the most modern, being bound by the basic architecture of the engine that's been around for some years now. I had a Daytona RS for a while, and if they were to offer that motor (better sorted than it was in that bike) in the V11, they could pry my bike out of my hands. The MGS-01 probably will be a little to committed a riding position for me. But that Daytona! Once it got above 5000 rpm it really pulled hard, and to boot it sounded (to my ears) a little nicer (though I really enjoy the V11's exhaust note too). I guess there is at least one person who has dropped in a 4 valve into the V11.

 

Perhaps the piston kit would be a nice place to start. One of you mentioned that there are longevity issues with the Guzzi stock valves. It seems to me that FBF also offers valves in stock sizes that (presumibly) are more durable than the stock valves. If the heads were off anyway, maybe that would be something to consider. I don't know enough about cylinder head work- when one goes to a bigger valve, what must be done with the valve seat? I don't see much point in going to a bigger valve if the seat's the same. Maybe it would up the effective compression ratio just by taking up a bit more volume. I'm thinking if a valve were to stick up beyond flush with its seat, wouldn't that create a huge hot spot? Maybe new valves are always installed with new seats (I guess they have to lap them in), and the seats would be made to accomodate the bigger valve.

 

Anyway, thought I'd try to include a picture of my V11 so as you can get an idea of its exhuast and filter setup. If I'm not successful, I'll give it a go again when I get back. So I'm off to school for a week or so. I'll check in on return.

 

Cheers!

[jrt]

Hey Al,

Thanks for the post- nice reading.

I'll chime in with a statement and a question- Remember that the area of a circle is proportional to the square of the radius. So a small increase in radius is much larger than it might seem.

The FBF piston set is 56 g lighter than stock, but does not require balancing the crank? I don't get that. It implies that either there is a 28 g/side counterweight which is rotationally balanced, or that one could just use any weight piston....

 

cheers,

Jason

[gthyni]

If I switched out the pistons

I should also go for a pair of Carrillo conrods

AND rebalance the crankshaft.

 

Higher compression increase the load on the components

so I think you should take these precautions.

[Admin Jaap]

Moved to technical topics