Got a feeling he is going to bore the throat of the carb and put a larger butterfly in it, also think he drills the air bleed passage but just speculation, I'll find out for sure because it isn't cheap.


Ya Jasper, I'll get some pics and everyone will say chit, got it tore down to just a rotating assembly, going thru it to make sure I feel good about it. With the taller engine height, don't think you can work on it in the frame so wanting it right.

 

Where did you get the 127? I have a few tips depwnding on the origin

 

boring carb from what to what?


I'm looking at the same thing on my S&S G, but the math doesnt make sense. 124" should be able to eat up about 110 CFM (assuming 4.125" bore x 4.625" stroke)... a stock G is rated @ 330ish CFM (boring boosts to ~ 385cfm or something like that). I can see polishing for velocity, but the boring makes no sense to me.

 

Brad, purchased it with one season out of a chopper, can put alot of work into it and still be cheaper than a new engine with the purchase price. Sing I'm listening.

Sachs is talking "something to think about" is cryogenics, heat and stress releaf with a tighter bore for longectivity because the 127 has a short piston and rocks easily. He said the newer 127's already have this process done by Ultima and checking on my serial number to see if it has been done.

Jasper, just speculation on a R1 which is a G, I've have read advice Sachs gives to gearheads with a G and machining is envolved. I don't trust alot of people with my equipment but Sachs delivers dyno numbers if that is what people want to see, example 113" dyno'd 139. I know he delivers useable power that he speaks "a wolf in lambs clothing" on the street, that is what I want so as mentioned earlier I will find out, he is a straight shooter if a conversation is addressed.

 

A 113 delivering 139?????????????
WOW

let us know how it works out.

 

We've been boring E and G series S&S carbs for probably 15 years here, in dedicated fixturing I designed/manufactured.
We usually install a Thunderjet installed at that point as well.
Trust me, that modification does work well.
Scott

 

Not saying it doesn't work.....just don't understand why it works. Everyone gets real secretive when it comes to the magic around porting and polishing anything. For a full work over on an S&S G....XXXcarbs gets like $600. Its pretty for sure....just can't see where $600 worth of value/power comes from there

 

That bored Super gwith the thunderjet and gun site made a world of difference. I cant feel the transition point any longer and the bike screams.Also iF you can stay out of the throttle with this set up it actually runs a main jet much smaller. Saves on the gas........IF you can resist temptation....my uncle runs a machine shop so I just paid parts plus a case of budwiser. Jireh has the tjet for 40$ gun site on ebay 43$ case of bud 18$ good deal....

 

Sachs emailed me back with just like Scott and Brad are saying, bored G with a T-jet so we have a 3 for 3 of it works

 

if ya dont mind me asking, what's he charging for the carb work? already got the thunder(pro) jet sitting in the toolbox, just waiting for excuse to bolt it on