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I agree but that's hard to do when all you have mocked up is the rear cylinder. I'll post a pic of that later when I get to the shop. I'm gonna try to get the lifters pumped up and see what I have then...
Can anyone recommend a decent starter that won't break my bank.... Preferable 1.4kw. Thanx...
You lose squish band with a thicker head gasket & make the motor more prone to pinging.
That would be correct...... I'm going to try to get the lifters pumped up and see what happens then. Talked to Scott and no matter what I get for a reading tonight, most likely the pistons are coming out and will be mild down 8 cc. That will get me into a woods 9b. Should be a lot of fun...
My 96" I did three years ago is at 220 ccp cold and no comp releases on it at all. No problems cranking it with the stock starters.
Griz
He Griz, I just got off the phone with EMS. A new 1.4 kw wrinkle black is on its way. $103. Shipped.. can't argue with that... If your:s lasted three years now with hi compression I should be good. Thanx man...... Appreciated.......
K, was able to prime the pump , it was air bound. Gauge was showing 5-6 lbs while cranking but I don't think it was enough to pump up the lifters. I did get oil to the pushrods though so i went ahead and took more ccp reading and they have not changed. So the pistons came out and will go back upstate to mill them to 21 cc. The way things are going it doesn't look like I'll ever be able to use the cam I had in mind for this build and the last build as well... Maybe someday I'll get another evo and start all over again... Who knows..... Will update again when the pistons come back and I continue with the build. Probably will be about a week and a half.. till then. Ride safe all.....
On another note I will be going upstate to my mom's for mother's day and will put some time into the Shovel, maybe even get it running. Haven't heard the sound of a harley in a while now..... Think I might be getting a little delirious... LOL....
Never have all the bikes not running at the same time. All the work it takes to keep them all running, the one benefit is if one is down for a long time, ride the other one.
Over the last week or so I've been able to replace the starter and completely assemble the oil lines and the primary drive... I should have the pistons and cam back next onday or Tuesday.
I have a Baker SBD belt drive for the primary and since I've installed it I've been having problems with the Starter Jack shaft lining up with the ring gear..... Mark at baker has been very supportive of my problem but I was never able to remedy it, till this past week (I think, Ill know more when it's all done....). With the starter bolted up to the trans and the primary bolted up as well I was having a very difficult time getting the jack shaft onto the starter.
With the oil tank out of the way I could see clearly that the alignment of the three components (trans , starter, Primary drive) was not spot on. I thought it was because of the starter and purchased a new starter but with no avail.... If I loosely fit the starter and jack shaft if will go together but when I tighten it down the jack shaft binds in the bushing and will not engage the ring gear.
So what I did was actually shim the starter (like we used to back in the day on our chevy's) and now the jack shaft will slide out and back in without binding and hitting the side of the ring gear. I think the actual problem is with the trans and how the starter mount was machined....
Any one ever run into this with aftermarket Parts?
So here's a couple more pics....
Last edited by 98hotrodfatboy; May 19, 2017 at 06:19 AM.
Well It's done... 190 ccp, woods W9B, Hillside stage III heads, Axtell 30* angle tops 3.645", S&S 4.625" crank. Was supposed to be set up for 11:1 but because of me is not.... Explanation to follow.....
Everything bolted up real nice and no leaks. Started on three cranks and did 3 heat cycles (150*, 200*and 250).
Have yet to get it out but will this weekend to see if I need any fine tuning.... The thunder jet works real well and the throttle response is awesome... A road test and Dyno will tell me more though... Plugs looked good maybe a tad rich but for some reason the float level was too high so in the beginning it was I little tough to adjust AFR. Pulled the float bowl this morning and readjusted the float level. AFR is now a steady 13.6-14.0 at idle, I'm very happy though.....
The ccp was supposed to be higher but when I initially mocked up the motor the intake lifter was collapsed and it increased my ccp and based on the numbers (that were wrong) Scott milled the piston to correct it. Well once the lifter pumped up, it changed the ivc timing which inturn lowered the ccp. So instead of 210 I'm at 190. Which is actually better for the street. I just hope I don't lose to much performance with the w9b ivc @ 50*. My bad... Still should be a runner though... We'll see....
Just like to thank you Scott... It sounds real good... See you at the Dyno....
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