Just to save it to its own topic, from another.

Anyone had any experience with the Wiseco 93.4 ci 1530cc Big Bore Kit for the 1340 Evo?

3.740" bore in stock re-sleeved cylinders?

Thanks

 

I believe that several people here have told you not to bore stock cases out past a certain size.
You seem committed to doing it anyway.

Let us know how it works for you.

 

Hands on experience beats even reasonable assumptions ...

Axtell are confident that you can fit their 97" kit to at least post-96 Evo and they require a 4.010" cut. 3.9" is less.

Are there many failures with the Axtell kit?

It's strange no one seems to have heard about this set up.

 

I have several parts sitting on a shelf in my shed that the manufacturer said would fit.
They didn't.

I hope it works for you.
Maybe it's a new kit????

 

The Axtell 97" is the best kit if you want to build a large bore Evo engine and yes Axtell speaks of it holding up in a later model case. Not to many people mention running the kit because it is kinda old school with the newer performance parts or complete engines within reach of building a stock cased Evo.

Axtell cast kits are HEAVY, will the cases hold up pushing 120 HP? will a stock crank hold up? what if the cases crack? rolling the dice? You have to split the cases anyway and a S&S 4 5/8's flywheel is far superior and still have meat in the spigots, that pressure from a stroker flywheel advertisement on the Axtell website is BS. The costs of a S&S flywheel isn't much more than a bore kit and can speak real world experiance it will hold up when riding like your hair is on fire.

Delkron has a case for the Axltell kit and not a gamble but start adding up the costs of building a engine compared to a Ultima if you want a hot rod and will still have the stock motor to fall back on when the hot rod stage is done. Some people won't run a Ultima, some builders won't bore spigots out to accept the 97", some engine builders in the day have had good success with a spigot overbore, don't think you are gong to get a overwhelming answer you want. Split the cases, bore the spigots and go with it if you feel that is what you want to do, don't need any ones approval

 

Yah, I figured it was always going to be rolling the dice ... but it make sort of sense to break the old ones before having to replace them with new ones if that's going to happen.

Nah, was not looking for top performance nor to spend a fortune. Can't imagine it would perform like that just with added capacity.

Pistons and liners would be $450. S&S crank ... about $1,000? (Too many other things to spend money on).

The cases are split already.

Anyone noted how badly the castings don't match up? I'm looking at the oil gallery at the top/rear that feeds the camchest. The two cases must be about half an inch in height different ... the numbers on the cases match but, sheez, the castings don't match at all.

 

The bang for the buck isn't really worth it. Just get an S&S motor and reliability..... but if you're really set on a build an 89" build would be more reliable and puts up some real god numbers

 

I bet the machining alone will be over $1000...you have to bore the cases, jugs and the sleeves...and it not something your corner machine shop can do...you need jigs and honing plates.

 

That's a fair comment and a problem these days. It's so often cheaper to just sell the old one and stick a new one in.

I reckon we could do the cylinders ourselves, perhaps even source a different liner from an auto/truck supplier. You are right, it would be a lot easier to have someone with ready made jigs to do the rest.

So far I have found the manufacturers/retails unhelpful as far as supplying fitting instructions etc ...

 

We are continuing the theme of your previous thread. It's difficult to be positive, because you are treading on thin ice!

The entire Evo engine, in common with motorcycle engines generally, is made of up pretty fragile even delicate parts. Once it is all bolted together it makes up a strong but relatively light assembly. However the individual major components, away from the rest of the engine, are not at all robust, as we have already told you.

Removing the old liner from a cylinder, machining it and installing a larger diameter one is itself fraught with problems. In fact simply reboring a stock cylinder for the next size up piston can only be done by using dedicated torque plates, to support the cylinder and keep the bore cylindrical. Same applies to the later twincams.

The various things you talk of, such as boring the cases and installing larger diameter liners, are in the Harley world pretty specialised jobs. You would be well advised to find a local indy to discuss them with, to establish firsthand just how viable this is. We've made our suggestions!