The raw piece of aluminum ready for the fly cutter.
We are going to mill the surface to get it smooth enough to not leak when it is bolted to the cases where the rear cylinder would have been.
Even with a cardboard chip guard, the chips go everywhere with a fly cutter.
No more trace of the saw marks.
This is the layout of the bolt pattern after using a base gasket for a rough trace. The bolt pattern is 100mm x 80mm. This is for a 1098 cylinder which is being used on the 848 with a 104mm Pistal Piston from the Ducshop.
The short stroke needs a different wrist pin location, the reason for the new design - the compression with Mark Sutton's new design is 13 to 1.
The cylinder hole cover is ready to bolt into place after the studs are removed.
The crank is back from Ben Fox at - http://foxperformanceengines.com - you can see it took a fair amount of material removal to bring a V-twin balance to that of a single. Today is the February 23rd, 2010 which almost seems like a birthday.
I think this is a stage two plus because of all of the removal. The knife edge is great, who cares if it is necessary. I know that it is more than cosmetic, too bad I didn't get to weigh it before it went to "camp"
It does have a mirror finish, and I don't have a clue how you would do this
You can see the plug for the oil journal where the rear rod would have been. Ben balanced and prepped all of Larry Pegram's 1098R race cranks for the season in 2009, I'll bet mine is lighter!
A Carillo rod to let it live for a season (late night chanting with candles and a feathered sacrifice)
You can buy a lighter rod, although I understand these are very strong and are priced well.
One of the Pistal pistons from Mark Sutton at the Ducshop for a 13 to 1 compression ratio and displacing 520cc. http://www.ducshop.com
How does the jingle go, the Crankshaft is connected to the Carillo Rod and the Carillo Rod is connected to the Pistal Piston.
I have not weighed the piston yet - a flock of Humming birds could lift it I'll bet.