Blower1

I swop the exhaust cam to intake cam. I rotate the cam sprocket 180 degrees. Now there are 21 cam chain pins between markings. Cam lobe centers are now: in 111 and ex 112. I will take bike to dyno in the spring time to see if more exhaust lift & duration have any effect on power.

I compared intake cam to exhaust cam. Lobe profiles looks like mirror images to each other.

Right ignition timing is depending on many factors; compression ratio, boost, fuel, combustion chamber design, etc. To get it right needs a lot of dyno tuning time. About twin spark I know that old Harley engines with hemispherical combustion chamber, after twin spark modification ignition need to be retarded about 5 degrees. Here is my supercharged EFE´s ignition map. Engine is 1327cc, 12:1 comp and it´s using E85 fuel.

Most of the aftermarket camshafts for supercharged engines have more lift and duration on exhaust than intake. I would like to know if anybody has tested intake cam on the exhaust side of non boosted EFE engine?

Has anybody ever try to put two intake cams on EFE? Intake have 8 degrees more opening time and 0,5 mm more lift than exhaust cam. I have think to try this in my supercharged EFE. I know that some turbo Hayabusa owners has used two original intake cams with good results. One my friend, who have GSX 1400 with turbo got about 50 rwhp more by just swapping exhaust cam to intake cam. His cams were dialed in 110/110 and boost remains the same as before cam change. On GSX 1400 intake cam have 16 degrees more opening time and 1,5 mm more lift than exhaust cam.

No. It´s as reliable as original 1074 when done properly. As a matter of fact 1074 block with 1135 sleeves can have better cooling than original 1135 block, because the air gaps between cylinders in 1074 block are wider.

GSX 600 F oil cooler.

In the highway 80 C - 88 C and in city traffic 80 C - 110 C depending how long time need to spend on traffic lights.

About 0,75 bar boost.

I´ve done several 1296cc EFE block using 1127 GSXR/GSX F liners which are machined down to 84,4mm outside diameter and Bandit 79mm pistons. When the liners have 84,4mm outer diameter there are no break thru on the block and it is oil tight without any sealer on the liners. My 1296cc EFE with original carbs, Kent Cams JR3 camshafts and Delkevic Bandit 1200 downpipes is making 144 rwhp.

I have JE pistons in my supercharged EFE (1327cc). Piston to wall clearance is 0.05mm. I once had EFE cylinder block with Hayabusa pistons & 1127 liners, bored to 0.10 clearance. It had bad piston slap before the engine temp was really high. Fuel was/is E85 which is burning cooler than normal fuel.

It´s not so difficult to control big low end torque if you have done intake system right. I have Eaton M62 in my 1327cc EFE and it´s fun to ride from low revs to high revs (222 rwhp and 202 rwNm).

I have supercharged and fuel injected EFE. Idle AFR is around 13;1, cruise 14 :1- 14.5:1 and over 40% throttle 12:1. I have tried to go leaner than 14.5:1 when cruising, but engine don´t run nicely.

No, this is my cafe fighter (yet another boring cafe fighter with touring screen). My boosted EFE have Megasquirt ignition and fuel injection.

My setup:

I have Ignitech TCIP4 in my EFE. Engine is 1300cc and 12 comp. Standard pick up, rotor and original coils and separate map-sensor. Engine is starting and running well. I can take pic of my setup if you are interested.

Fertan Tapox TX 10 is also good tank sealer. I have used it successfully in two steel tanks which were leaking before.

I have two EFE. Both had slight problems to find neutral at standstill (stiffer clutch springs). Then I took clutch steel plates to machine shop for level grinding. The machinist told that there were about 0.05mm high spots even the new steel discs. After level grinding both clutches has been working perfectly.

Superchargers are super cool power boosters!

Boost is 0,7 bar and fuel is E85. No piston slap. First B12 liners / Busa pistons combo I had, the P/B clearance was 0,10 ( 0.0040") and it was difficult to get engine hot enough to stop the piston slap.

I have EFE cylinder block sleeved with B12 barrels and Busa pistons. Piston to bore clearance is 0,05mm ( 0.0020" ).

I have supercharged EFE with 17/40 gearing.

Bandit 1200 barrels outside diameter are about 0,5 mm bigger than 1127 barrels.

The first 50 km´s are the most critical/important to running in pistons. A lot of moderate accelerating and motor braking. Then next 300 km normal riding without any crazy revving. After that oil & filter change and that's it.