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there are two main ones..better rolling resistance and the gearing change , dropping ratio and not giving up top speed from the gear down, its the best of both worlds..example if you like the 1.74 ratio and you want to keep that with 9 tooth drivers,you will be about a 1.94 ratio in the chain...

You need to find a way to suspend the rear K member, for get the lift idea, can't work around it. I use a engine hoist for the back support.

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If your going to buy a track and for the type of riding you do I would recommend the Camso Storm 150

Are you referring to ramping in more timing just before engagement and slightly after when you wack the throttle to the handle bar from a dead stop? You should be using the rev limiter in the pcv too,it works very well..

600 xc ignition box has a better ignition curve and less on top. as mentioned that motor will perform better running down the track on torque rater then rpm.. so 7700-7900..

Next time there is snow and you can test, unplug the coils from the pcv and just run the fuel map and see if it dets, if it does , then the timing map is not doing it. If it doesn't det, take some out, what ever number is in the 100 column, take away 1.. so if it's a 2 make it a 1, and so on...

As Brock said we built that map a couple yrs ago, the issue your going to have is if you take and drown it with fuel your power is going in the shitter, same will happen with the timing.however that is your best recourse to help eliminate the det. That pipe is fine for shorter distances, shorten...

Mines longer...lol

power hungry..need I say more..

P2 was designed for a 600, is that correct? and smaller cc sleds?Wonder why it never made its way into the 800cc platform? any one know?

longer stroke,smaller bore ..haha and center to center for the rods needs to be around 155 mm, not 128 like it is now, that's why the transfers are so small the rods are to close together, needs to be widened out for bigger transfers. So without reinventing the wheel and using what we have been...

this piston will have support all the way to TDC and will never leave the sleeve,if anything the sleeve will be the highest point of the cylinder..

What is positive piston clearance? And yes it will be stroked ,but has nothing to do with the 840,that is complete.. this is a ground up build,complete motor..

A problem that is plaguing the HO motor ....The transfers are to small, smaller bore will correct some of that....have you ever heard of Advanced Sleave?

that's how I got the piston weight down..your light weight pins would put it 38 grams less or more

this is a tough topic,the final ratios are basically the same,the only difference is the speed difference in the two shafts,some like larger gears for better rotation and less friction,the offset is heavier rotating mass. Typically the way to go is the biggest gears you can to achieve the...

One motor will have normal compression height as Brock calls it and the other will not. Both motors are completely different in configuration. I'm not worried about running a longer skirt with a different wrist pin location. Main focus is on the 800..