On the upside this meant the old Everyday TR1 had to be quite quickly pushed back into everyday service. (Hence the name!)
That being said, VM38 jetting is now spot on: #17.5 pilots, #145 mains and air-screws 1/2 turn open, which goes lovely with those equal-length 1 3/4" header-exhaust.
As the title suggests, there's also a bit of an outlook involved: A while ago I bought two BT1100 Bulldog engines for spares and as I sold of one of them, I took the following pictures. With a spare set of TR1-crankcases I plan to build an updated version of the current engine. The (planned) specs are going to be as follows:
- BT1100 crank (lighter than the current XV1100 crank)
- BT1100 cylinders (they are Nikasil plated) and pistons (more modern slipper design)
- XV750 cylinder-heads (to bump up compression)
- BT1100 transmission (because of the longer 5th gear)
- 9 disk clutch
The used engine, parts donor:
The combustion chamber volume is even bigger than the stock TR1 heads, which lowers the compression ratio even further to a whopping 7.8:1. (Which is nice for turbo use, but useless on a n/a bike!)
Almost 80,000km on the clock and the hone marks are like new. I hope the second engine is as good as this one.
Luckily the current XV1100-based engine is running nicely, so there's no real pressure to rush this job and I can take my time to build this engine right, to release its full potential.
Oh and if you have a set of XV700 heads for sale, please feel free to contact me and include some pictures of the heads.