Hi, although an experienced motorcyclist i am new to Harley Davidson ownership and have just registered with this forum so hello to everyone.

I have bought a 08 883 sportster low with 1400 miles on the clock and there are a couple of changes i plan on doing but need advice please.

I have read extensively on the 883 to 1200 conversion that can be done.

Option 1 Cost ? Not certain yet.
I will probably have my original barrels bored out and fit the Wiseco 10.5 top 1 pistons and retain my original heads. I am happy with what is involved and confident about doing it.b

Option 2 Cost ? About £350.
I have been offered a set of low mileage standard 1200 barrels with pistons along with the matching 1200 heads ( i am aware that i cannot use those 1200 pistons with my existing 883 heads ).
Now obviously, apart from new gaskets this is a fast and easy way to achieve the increase BUT :-

Is this also an acceptable way of doing it or is the fact that the 1200 pistons are heavier than the 883 pistons a stumbling block due to engine balance with the 883 crank.

In addition i am aware that i need to have the fuelling adjusted on my EFi bike to compensate. What is the best/easiest/cheapest way of achieving this please.

Any advice whatsoever would be very welcome.

Cheers Daz

 

I'm not positive, but I don't know that you can bore out an '08 883 to 1200. I thought '06 or '07 was the last year they were thick enough.

Freight might be a killer, but look first at the 1250 kits from NRHS and Hammer.

The set with the heads sounds like a good deal to me.

 

I would go option two. You get the better 1200 heads (if they are '04+) and the displacement.

The crank is the exact same for both models, so you have no need to worry there.

 

I did an 883 to 1200 swap using 1200S heads and cylindars...I'd definately suggest that route...

...of course, I'd also suggest a 1250 kit from NRHS.

 

For what it's worth, here were my costs when I had my '08 XL883 converted. This was done in '08 so some components and prices may be obsolete. If I had to do it again I'd go with a 1250 kit. Also, I kept my 883 heads and stock "W" cams.

Dyno result = 82.7/86.3. See Dyno sheet here. Any comments below are only my opinion.


I purchased the following from NRHS:

1212 kit = $500(+/-)
(see NRHS website for specifics)
(not an option for '09+ 883 Sportsters)

Compatition valve job for 883 heads = $220

HurricaneFlow a/c = $210

Breather Kit = $30
(required for some aftermarket a/c's)

Shipping from NRHS to STL = $31

Total expense at NRHS = $991


I purchased the following from dealer:

Nine hours labor to install NRHS 1212 kit = $675 ($75/hr)

Shipping from STL to NRHS = $31

SE clutch spring = $25 +($134 labor @ $89/hr)
(1200 spring may be adequate)
(SE spring is extremely stiff)

Cycle Shack slip-ons = $150(+/-) +($89 labor @ $89/hr)
(Excellent value and performance for slip-ons)

Power Commander III = $385 +($89 labor @ $89/hr)
(SERT, or other module may be a better choice)
(Closed loop system may be best for daily pleasure bike)

Dyno tune = $375 (three hours @ $125/hr)
(A must if you spend thousands on a rebuild)

Approx sales tax = $50

Total expense at dealer = $2003


Grand Total = $2994
(give or take a few dollars... some prices are approx)

 

No doubt you would be happy with an NRHS 1250 kit. You get everything you need, Iron lined cylinders in your choice of finish, Forged pistions, rings, wrist pin, gaskets...all for $699

It is a 6-8 job to do the install.

Your stock cases and crank will handle it fine.

A PCV is more than an adequate tuner and getting it from Fuelmoto you can get a map that will match your build and pipes...no dyno tuning needed.

 

I went with Hammer for my 1250 conversion on my Iron and couldn't be happier.

The main reason I went with Hammer is because they have kits in the new fin style and they look right on the bike plus they cool better. I live in Florida and it gets HOT sometimes.

 

Kevin,

Does Fuelmoto have a map for the PCV that would compensate for your torque inserts for any exhaust?

For example: I have the Outlaw 587 air cleaner and V&H slipons with quiet baffles. When I (eventually) do the 1250 conversion, wouldn't the map be different running with the torque inserts vs without? In my mind it would seem to need a different map. Even if the differences would be subtle. Thanks

 

That is a good question. The "W" version of the Thunder Torque Inserts make very little difference in the AFR in the combustion chamber. So little that the ECM has no problem compensating for it. With tuners like the PCV that don't use the o2 sensors, the ECM is not going to be able to compensate.

Next time we are on the Dyno we will specifically test with a PCV for AFR with and without the TTI's and see what difference there is. If it is anything significant I will get with Jamie and see if he will work with us on it.

 

Thanks Kevin!