I'm still gathering parts for this build but I have the head back from porting at competition CNC, all 4 lightweight pistons, all 4 lightweight rods, and the factory shift kit. I just need to send the crank out for knife-edge/balance. The rotating and reciprocating masses will be significantly lighter!
Just my humble 2 cent. We also degreed the Gen1 Kawasaki kit Race Intake cam on this bike several times and ended up at 105/102. We used the stock exhaust cam. We also installed the thin head gasket. We had a stock head. We originally tried the 107/104 route but were unimpressed. I know Garth ran the 107/104 with his motor but maybe the 107 works best with specific head work. Again, my head was stock. Excited to see Your final product.
Just my humble 2 cent. We also degreed the Gen1 Kawasaki kit Race Intake cam on this bike several times and ended up at 105/102. We used the stock exhaust cam. We also installed the thin head gasket. We had a stock head. We originally tried the 107/104 route but were unimpressed. I know Garth ran the 107/104 with his motor but maybe the 107 works best with specific head work. Again, my head was stock. Excited to see Your final product.
I forgot to mention I'm going to run a G3 kit cam initially instead of the G1. I'm going to us an OEM thickness headgasket since these pistons are doing the work and having the thicker gasket will give me some extra margin of safety. I had the chambers cleaned up which should further push the CR down as well. Just waiting for my crank to come home and then I'll start building it up. If my match is correct these parts will have shaved almost 4lbs off of the rotating assembly.
4lbs ? From pistons and rods? I think it is not possible.
I quess that u could save 100gr from each rod and 40gr from each piston-pin.Thats around 600-700gr thats around 1.3-1.5lb. Is your crankshafton diet too?:grin2::grin2:
4lbs ? From pistons and rods? I think it is not possible.
I quess that u could save 100gr from each rod and 40gr from each piston-pin.Thats around 600-700gr thats around 1.3-1.5lb. Is your crankshafton diet too?:grin2::grin2:
every aftermarket piston ive installed on a ten has a raised piston deck as part of the compression increase. so pth contact will occur with any thin hg. need to measure may even need a .030 as made by cometic instead of the stk .027 head gasket.
every aftermarket piston ive installed on a ten has a raised piston deck as part of the compression increase. so pth contact will occur with any thin hg. need to measure may even need a .030 as made by cometic instead of the stk .027 head gasket.
Yes, I'd much rather run a thicker headgasket rather than deal with sealing issues. I'm having a little trouble setting the ring gap with these pistons since the pistons are gas ported. There's a ton of info an nuance out there regarding what you can get away with but if set up correctly the effort is worth a decent amount of power.
built motors with several web race grinds on intake all the way up to the 400 lift, also gen 1 race int, gen 3 race int. that gen 3 race int has made more power/torque than any, suggest degree around 111 with ur compression, tried this cam at lower settings, just did not work well. im at 111/108 with stk ex cam on stk pistons, .026 mill, .45mm hg. makes 115 hp at 7k, 193 at 13500. suggest professionally cleaning/flowing injectors, good tune, that bike is going to be more than a handful.
I have annoying problem with the KQS.
Going up 3rd is near impossible to get other than the first two laps.
It was the same with the stock pegs, is the same with rearsets.
The bike had the recall for the suspect gear and I feel the KQS to 3rd got worse after that, although it did more track work...
Tech question. Bike stalled on me the other day when I was rolling up to a stop sign with the clutch pulled in. Now when I try starting the bike in first with the clutch pulled in the bike moves forward. Like the clutch isn’t disengaging. I have proper 3mm clutch lever free play. Took the cover...
Hi There, I’m in NewZealand and race an Open Wheel Lightning Sprint, have just installed a 2008 zx10r. Had an ECU flash done then onto dyno for tuning, for some reason a sensor is telling it that it needs more fuel than necessary, fuel pressure set at 43psi but far too rich, went as low as 28psi...
If a gen 4 throttle body, wire harness and ECU are installed on a gen 5 engine, will a gen 4 gear position sensor work properly on the gen 5 engine? I've read that a gen 4 gearbox can be installed in a gen 5 engine and then the gen 4 gear position sensor will work. I'm wondering if the gen 4...
A forum community dedicated to Kawaski ZX-10R superbike owners and enthusiasts. Come join the discussion about performance, racing, riding tips, modifications, troubleshooting, maintenance, and more!
KEValenta · updated 
HoodieNinja636 · updated 
