I finally made my conversion decision
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Road Master
Joined: Aug 2011
Posts: 858
Likes: 17
From: victoria bc
I finally made my conversion decision
Well it has taken a lot of research but I have finally made my decision as to how I will convert my Iron to a 1200, er, 1250.
I have decided to go with NRHS 1250 kit with stock 883 heads and a Screamin Eagle Pro Super Tuner.
I chose NRHS because of all the positive favorable feedback that I have read on this and other forums. Also, NRHS will ship the kit with the pistons already assembled in the cyclinder, as a first timer this was the one part I did not want to get wrong, and knowing the rings have been gapped and assembled by an experienced pro eases my concerns in this area. It is great to have someone like Dan at NRHS that I can phone and ask questions if necessary.
Then there was the question of the tuner for my EFI. How would I start the bike after the assembly?
Let me say I have no experience in tuning bikes and do not want to attempt it. After a lot of deliberation I decided against any type of piggy back tuner for my new 1250. I have decided to use the SEPST for a few reasons. Firstly, when I have completed my rebuild, I was unsure how I was going to start and run the bike for break in with only the old 883 map installed this obviosly would not be possible. Using the SEPST I will have access to the 1200 stage one download which the new engine can run on until my break in is finished. Secondly, I will have the programmer when I want to take it in and have it dyno tuned. Thirdly, if I decide to do the heads and cams in the future, I will still have the tuner for that project as well.
After following a few 1250 DIY threads I have decided I can do this project in my garage, saving my a lot of cash and besides, it looks like a fun project.
I have decided to go with NRHS 1250 kit with stock 883 heads and a Screamin Eagle Pro Super Tuner.
I chose NRHS because of all the positive favorable feedback that I have read on this and other forums. Also, NRHS will ship the kit with the pistons already assembled in the cyclinder, as a first timer this was the one part I did not want to get wrong, and knowing the rings have been gapped and assembled by an experienced pro eases my concerns in this area. It is great to have someone like Dan at NRHS that I can phone and ask questions if necessary.
Then there was the question of the tuner for my EFI. How would I start the bike after the assembly?
Let me say I have no experience in tuning bikes and do not want to attempt it. After a lot of deliberation I decided against any type of piggy back tuner for my new 1250. I have decided to use the SEPST for a few reasons. Firstly, when I have completed my rebuild, I was unsure how I was going to start and run the bike for break in with only the old 883 map installed this obviosly would not be possible. Using the SEPST I will have access to the 1200 stage one download which the new engine can run on until my break in is finished. Secondly, I will have the programmer when I want to take it in and have it dyno tuned. Thirdly, if I decide to do the heads and cams in the future, I will still have the tuner for that project as well.
After following a few 1250 DIY threads I have decided I can do this project in my garage, saving my a lot of cash and besides, it looks like a fun project.
Last edited by Mich; Jan 12, 2012 at 09:12 PM.
Outstanding HDF Member
Joined: Apr 2009
Posts: 2,705
Likes: 2
From: D.C.
Please let us know how the installation will go. One day, I will do the same upgrade with the same kit and I would be curious to know how easy/difficult the install was.
Future congratulations!
Future congratulations!
Road Warrior
Joined: Jul 2006
Posts: 1,768
Likes: 4
From: eastern Pa
just a heads up make sure you air blast all the nooks and crannies out good.
like right behind the lower push rod tubes and cylinder you DONT what any junk falling into the motor case.
this is not a hard job but you should keep ALL bolts in order as removed (stick in cardboard drawing)
and also be CAREFUL of that nasty little ring for the wrist pins,keep plenty of rags in jug holes,thats about it just take your time and retorque your heads a few time they call that out in repair manual.
like right behind the lower push rod tubes and cylinder you DONT what any junk falling into the motor case.
this is not a hard job but you should keep ALL bolts in order as removed (stick in cardboard drawing)
and also be CAREFUL of that nasty little ring for the wrist pins,keep plenty of rags in jug holes,thats about it just take your time and retorque your heads a few time they call that out in repair manual.
Thread Starter
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Road Master
Joined: Aug 2011
Posts: 858
Likes: 17
From: victoria bc
Thanks for the tips guys.
I ordered my NRHS kit today, now I just have to get my SEPST and I will be ready to go.
I plan on doing a step by step description, complete with photos of this conversion. I expect to do this in about 4-5 weeks after all of the parts have arrived from the US.
I am looking for any good shortcuts if anyone has any to offer. For example, is it possible to leave the header pipes on the bike when replacing the cyclinders? I am guessing the answer is no, but these are the kind of shortcuts I am interested in finding out about.
I ordered my NRHS kit today, now I just have to get my SEPST and I will be ready to go.
I plan on doing a step by step description, complete with photos of this conversion. I expect to do this in about 4-5 weeks after all of the parts have arrived from the US.
I am looking for any good shortcuts if anyone has any to offer. For example, is it possible to leave the header pipes on the bike when replacing the cyclinders? I am guessing the answer is no, but these are the kind of shortcuts I am interested in finding out about.
Seasoned HDF Member
Joined: Feb 2007
Posts: 5,067
Likes: 394
From: Edmonton Alberta Canada
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Road Master
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