Finally got my SPS engine finished. Only about 8 months late this year, and about 10 years after starting it. A big huge massive thanks goes to Rich & Chris at Louigi Moto, Chris at CJS Racing and all those on here and around the world who helped me achieve my 17 year long dream. I'm chuffed with the result, especially as these Dyno figures are with stupidly long velocity tracts designed for midrange grunt. The short stacks for top end power will be set up probably after Christmas now but pics of the finished bike will be in my gallery as soon as i can get time to go and collect it. Now... time to start saving for a D16
The spec? By Christ it's big. [TABLE] [TR] [TD]1037cc big bore and blue print by Louigi Moto.[/TD] [/TR] [TR] [TD]Corse primary gears. (ex WSB)[/TD] [/TR] [TR] [TD]Corse oil pump. (ex WSB)[/TD] [/TR] [TR] [TD]Corse timing belt tensioner bracket.[/TD] [/TR] [TR] [TD]Corse oil breather.[/TD] [/TR] [TR] [TD]Corse oil breather expansion tank.[/TD] [/TR] [TR] [TD]Corse wiring loom.[/TD] [/TR] [TR] [TD]Corse close ratio gear box. (ex WSB)[/TD] [/TR] [TR] [TD]Corse gear lever with quick shifter.[/TD] [/TR] [TR] [TD="bgcolor: #FFFF00"]Corse cam caps.[/TD] [/TR] [TR] [TD="bgcolor: #FFFF00"]Corse big airbox.[/TD] [/TR] [TR] [TD="bgcolor: #FFFF00"]60mm corse throttle bodies. (ex John Reynolds BSB)[/TD] [/TR] [TR] [TD]Lightened & balanced crank.[/TD] [/TR] [TR] [TD]Pistal high compression pistons. Reduced deck height giving over 14:1 compression ratio.[/TD] [/TR] [TR] [TD="bgcolor: #FFFF00"]CJS ultimate gas flowed heads.[/TD] [/TR] [TR] [TD]Akrapovic 60mm evolution full exhaust system.[/TD] [/TR] [TR] [TD="bgcolor: #FFFF00"]Big valves. 38mm inlet, 32 exhaust.[/TD] [/TR] [TR] [TD="bgcolor: #FFFF00"]Adjustable cam belt pullies.[/TD] [/TR] [TR] [TD]Light race flywheel.[/TD] [/TR] [TR] [TD]Bucci slipper clutch.[/TD] [/TR] [TR] [TD]RS inlet rocker covers.[/TD] [/TR] [TR] [TD]JHP clutch slave cylinder.[/TD] [/TR] [TR] [TD]CJS racing eeprom map.[/TD] [/TR] [TR] [TD]Techtronics quick shifter.[/TD] [/TR] [TR] [TD]Pace twin core race radiator.[/TD] [/TR] [TR] [TD]Race spark plugs.[/TD] [/TR] [TR] [TD]JHP clutch cover.[/TD] [/TR] [TR] [TD][/TD] [/TR] [TR] [TD][/TD] [/TR] [TR] [TD][/TD] [/TR] [TR] [TD]Desmosedici style carbon bodywork.[/TD] [/TR] [TR] [TD]RS carbon tank, modified to give bigger airbox.[/TD] [/TR] [TR] [TD]Prototype long swingarm. (ex BSB)[/TD] [/TR] [TR] [TD]K-tech suspension internals.[/TD] [/TR] [TR] [TD]Corse carbon foot pegs.[/TD] [/TR] [TR] [TD]Translogic digital dash.[/TD] [/TR] [TR] [TD]Carbon front guard.[/TD] [/TR] [TR] [TD]GSG moko crash mushrooms[/TD] [/TR] [TR] [TD]Ducati fork sliders[/TD] [/TR] [TR] [TD]Carbon heel plate.[/TD] [/TR] [TR] [TD]Carbon exhaust shield.[/TD] [/TR] [TR] [TD]Carbon shock guard.[/TD] [/TR] [TR] [TD]Brembo radial front brake master cylinder.[/TD] [/TR] [TR] [TD]Folding front brake lever.[/TD] [/TR] [TR] [TD]Brembo radial clutch master cylinder.[/TD] [/TR] [TR] [TD]Remote front brake adjuster.[/TD] [/TR] [TR] [TD]Renthal sprocket carrier.[/TD] [/TR] [TR] [TD]Brembo full floating track brake discs.[/TD] [/TR] [TR] [TD]Braking wave rear disc.[/TD] [/TR] [TR] [TD]Marchesini magnesium wheels.[/TD] [/TR] [TR] [TD]Lots of titanium nuts & bolts.[/TD] [/TR] [/TABLE] And probably a few more little bits too, but this is a list i did a while ago before the bits in yellow were fitted/completed. I just can't remove the yellow now so the lists got some stripes. And if you wanted to go down a similar route. DON'T!!! Go buy a 1098 and spend the change on a Desmosedici.
No finished pics yet, the bike's still with Rich at Louigi Moto. There are some in my album from earlier in the year on my profile and this one from before it was sent for the head work. Although it could be biposto in drag for all the good this photo does.
Standard SPS. The 138BHP figure on the graph is on bog standard heads which is probably more impressive than the final version. I was going to put some race cams in I had but was warned about 3K RPM tick over speeds and battering the whole valve train. I trust my engine builders completely so if they say don't bother, i don't. I can't deny I'd have liked to see what difference they make but monies too tight for experiments and the guys in Bristol have tried it all before and know what works. They also know it's a toy and not the club race bike of an oil sheik so losing a little peak for a lot more life is perfect for my circumstances.
I remember Steve Hilary doing this and was also disappointed with the numbers as you can get an SPS to near those numbers with some work on the std motor. Must be monster to ride tho
Hey bradders i like you're concept of English. But doesn't usually mean disappointment. The power isn't huge compared to modern stuff i grant you, but the sound and response is pure race bike, not lazy road twin like fairly standard bikes, even if they are a lot newer... and faster... and more reliable... and cheaper. LOL
An interesting piece of work, well done! these are great power figures. i do have a couple of questions? the oil pump you are using, you say it is corse, what is the difference with this pump, i am having oil control issues and am looking for a better pump! what is your bore and stroke to get to this 1037 and is this done with an original sps engine from 96? if so did you use the std sps heads? Keep us informed on this, these are big power numbers for one of these motors.
Steve, I love the sound of your 851 must scare the crap out of newer stuff every time you go out. I can just imagine the look on Johnny Fireblades face when a 20 year old twin comes firing past out the corners. Awesome. Keep us posted on the 955, there's something special about that number for me. I think it's the fact that it was only in race bikes, not like 916, 996 etc. Spike, Thanks mate. The actual oil pump from what i can remember is the same, but the gears running it have a different number of teeth so it flows more oil for the same engine speed as standard. If you have oil flow issues, have you checked how blocked your oil ways are? Mine had so much excess metal over them from manufacturing i'm not surprised the damn thing was fooked. And i do mean 6mm ish channels so small you couldn't push a match through them. When i actually opened them up i was shocked at how large they should've been. As for the engine, the stroke is the same, but the bore's gone out to 100mm which ends up as 1037.142something. Yes it's my original engine, a 2000 or 2001 bike, and yes, they were standard heads. I can't say are standard now as the only thing not changed in some way is the cams, rockers and springs. On bog standard heads I was getting the lower trace on the dyno chart, 138 BHP but it felt so much more instant and brutal than my previous tweeked 147 BHP R1. What's you're oil flow troubles you're having anyway?
As nice as some of these bikes are, and the effort thats gone in to them, lets not kid ourselves they are anything like as easy to ride fast as the latest kit....and if johnny fireblade can ride, that 888 will be no where near ;-) but tbf the 888 will have been more fun trying
I'm using a DS1000 oil pump in my Monster and although on the DS1000 they are geared differently, you need to use the DS1000 primary gear to get that benefit. However there are other differences; to start with, the intake port is larger and this was a problem for me as it didn't fit the 900 crankcase oil port (hole bigger than sealing 'O' ring) so I had to make a reducing bush for the pump. Whilst the pump was apart I noticed that although it has the same pump/gearing, the inside of the pump body is both larger and smoother; effectively gasflowed (oilflowed?) as per Mr.Rs post. A 'scientific'* test showed me that even with the reduced intake port (reduced to size of old-style pump) that when running at the same speed, the DS pump flowed more oil. This may have been in part that it was newer & less worn than the M900 pump? but the 'gasflowing' must also contribute. * running the pump with a battery drill on the input shaft in a bucket of Shell advance and 'measuring' the resulting fountain...
