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is that they only come in two different
sizes: 10:1 compression and 12.5:1. The 12.5:1
setup is for racing only. That means only. Even
the 10:1 set is a little rich for normal street riding.
These days, gasoline is bad and getting worse.
High compression will produce nothing but trouble.
On special orders, the domes can be cut to 9.5:1.
At any rate, while all this hooraw has
been going on, your old barrel has been getting the
treatment. The stock liners get punched out.
Then the barrel goes in a bin of something just a bit
stronger than sulphuric acid. That takes off any
paint, grease, or mechanic's fingers if they're slow in
inserting the barrel.
After that, new liners are inserted and
bored. 1000cc is absolutely the largest that a
barrel can be bored. Even at that size, the amount
of meat between the liners is miniscule. This will
mean, of course, that reassembly to prevent leakage must
be critical. The cylinder is then milled
absolutely flat on the top, and set with copper wire
O-rings. This is going to guarantee a perfect fit.
For the pretties, black epoxy paint then goes on the
barrel.
The barrel gets slid over the pistons
very carefully, after great gobs of sealer have been
daubed around the base gasket.
Chrome moly cylinder studs replace the
stock studs. Again, these are a great deal
stronger, so they can be torqued tighter and take more
pressure without lifting off.
The last two things on the heads are the
replacement head studs and the head gasket.
Again, these studs are 4130, and are
guaranteed to be stronger. They're a wider thread
pattern on the cylinder end (cylinder is tapped to
accept them), so have less of a tendency to pull out.
Onto these goes the new, trick, oversize
head gasket. It's an alloy item, of a material
that has the same expansion rate as the head and
cylinder. Equivalent expansion means less chance
of a head/jug leak.
And so to the head, which contains more
trick items and work than probably anything except maybe
the crank assembly. |
