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I have been racing a 2004 CBR1000RR for three years now and have decided to keep it for another year until the 2008 update. I feel that the setup that I have acheived on this bike will allow me to have a much more competetive bike than by spending the trade difference this year compared to the possibilities for next year. I will also be setting up a new 2007 600rr when they arrive next year. I have won multiple championships on this bike and am always in the hunt for the win on it so this is not a hobby bike, I race it to win and I want to be as competetive as possible. SO....

Currently I have the best suspension so that is no issue, we're looking at motor mods at this point. This is what I am starting with:

Mildly ported and surfaced head
Erion cams
adjustable cam sprockets
Kit ECU

I expect to put in high compression pistons as the motor is freshened and the valves are done etc.

Suggestions?
 

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have the head looked at again. valves and springs may be an option, i dont know if there may be anything you can do to the throttlebodies. maybe see if someone can balance your rotating assembly. just ballancing your internals makes a difference
 

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Discussion Starter #3
The head will definitely be looked at again as well as a valve job (all new). I also plan to lighten the crank.

Anyone have any experience with any charging system tricks?
 

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might want to check out msd or another ignition company see if they seel a upgrade, a lighter flywheel will help on the bike comming thru the rpm range
 

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have you considered getting the engine blueprinted?

i know this isnt a gateway to obscene horse power, but by all accounts it will really maxinmise what you have & provide a good base for aforementioned head work..

crank lightening is all well & good but what spins up quick spins down quick too...
 

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have you considered getting the engine blueprinted?

i know this isnt a gateway to obscene horse power, but by all accounts it will really maxinmise what you have & provide a good base for aforementioned head work..

crank lightening is all well & good but what spins up quick spins down quick too...
You must mean ballancing. Blueprinting is simply writing down all of the specs.
 

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oh ok maybe a UK term..

i meant when you take apart the whole engine & remove every manufacturing flaw & balance (like u said) all the con rods pistons squish etc etc

this is returning it to its 'blueprint'

i guess u guys call it balancing ?!
 

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oh ok maybe a UK term..

i meant when you take apart the whole engine & remove every manufacturing flaw & balance (like u said) all the con rods pistons squish etc etc

this is returning it to its 'blueprint'

i guess u guys call it balancing ?!
There is no you call it, we call it. It is what it is. It's ballancing (like you said) then writing down the specs of what it ended up being. That's where the, "blueprinting" part comes from. It is not bringing it to any, "set" specs from the factory or anything like that.
 

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There is no you call it, we call it. It is what it is. It's ballancing (like you said) then writing down the specs of what it ended up being. That's where the, "blueprinting" part comes from. It is not bringing it to any, "set" specs from the factory or anything like that.
What classes are you running? That will determine how crazy (and or stupid) you can get with modifications. I would have someone with the correct equipment/expertise CNC your throttle bodies, walk the parts department for head gaskets and rod bearings (use the loosest you can find) and then have all of the moving components (pistons/rods/valves/valve springs) weight matched.

I have seen several HP from just doing the above. I would assume you have sprocketed the cams and had them degreed on the dyno and you may want to go for a full round valve job rather than a 5 degree profile.

Replace the rubber FI mounts and have the insides cleaned up with wet and dry.

Beyond that (or a full engine build), I would look at lighter weight wheels, TI/Aluminum fasteners, re-engineering the subframe, relocating the battery and anything that can optimize the weight and it's relative distribution towards the front.
 

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Yeah; if you go to a motor builder for motorcycles, and you talk about "blueprinting", they are going to get the shortest cylinders they can, the thinnest head deck, longest rods, etc etc and still be supersport legal.

LOTS of HP hidden in doing this stuff.

This is why occasionally you get a "strong" one from the factory...
 

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Yeah; if you go to a motor builder for motorcycles, and you talk about "blueprinting", they are going to get the shortest cylinders they can, the thinnest head deck, longest rods, etc etc and still be supersport legal.

LOTS of HP hidden in doing this stuff.

This is why occasionally you get a "strong" one from the factory...
thanks!
 

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What does something like this cost? Just wondering
My last "spec" engine ran around 12K after the smoke cleared. I saw a 28 HP gain on the top and nearly 15 HP from just off idle through 9K.

Total work done:

Porting/Polishing
Heads milled (V4)
Matched pistons/rods/bearings/wrist pins/wrist pin bearings
Full round valve job
TI retainers
Surfaced/Balanced crank
CNCd throttle bores +1.5 mm
Slotted cam gears
stage 2 cams
16 hours of dyno time
Pump gas
 

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My last "spec" engine ran around 12K after the smoke cleared. I saw a 28 HP gain on the top and nearly 15 HP from just off idle through 9K.

Total work done:

Porting/Polishing
Heads milled (V4)
Matched pistons/rods/bearings/wrist pins/wrist pin bearings
Full round valve job
TI retainers
Surfaced/Balanced crank & Flywheel
CNCd throttle bores +1.5 mm
Slotted cam gears
stage 2 cams
16 hours of dyno time
Pump gas
WoW... To rich for my blood...
 
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