Found some more info for you Robert on a Delphi forum.
This post from Bill Gately:
"For everyone's information the 989cc Wiseco stroker kit requires not only boring and sleeving your barrels but stroking your crankshaft 6mm--the piston kit and the bore and sleeve will run about 771.00. This of course also requires the complete disassembly of the engine, new bearings as well as a set of Carrillo rods. The cost above the Wiseco kit in parts alone is 540.00 for the rods, 180.00 for the main and rod bearings, 850.00 to stroke, straighten, polish and nitrate the crank and another 400.00 to balance it. Then there is the labor to tear down and rebuild your engine if you are not qualified to do it yourself. There is a solid 15 to 18 hours involved in this endeavor--and I am certain your local Triumph dealer will take substantially longer than that to do this job."
And the next post from another member:
BALANCE TWIN CYLINDER 600-302 $249.00
STROKE TWIN CYLINDER 600-402 $585.00
HEAVY DIRT TRACK TWIN 600-580 $795.00
SUPERCRANK MODIFICATION TWIN 600-502 $449.00
BLUEPRINT TWIN CYLINDER 600-702 $295.00
LIGHTEN & BAL ALL TWIN CYLINDER 600-652 $369.00
INSPECT, MAG, STRAIGHTEN, POLISH 600-001 $122.00
Bill, $1250 is a lot of loot for an extra 84cc, above are cut and pasted quotes for crankwork by Falicon. How are the balance shafts addressed when a crank is stroked and balanced?
I think I read in one of your posts, that your race bike crank is dynamically balanced and the balance shfts are replaced with dummy shafts?
Have you built up a stroked street motor? 270 or 360 deg? Dummy balance shafts?
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Bill's reply:
I agree--if you measure the work by the cc's. The additonal engine performance is significant and necessary for my purposes on the track--the street kit emulates the race engine at a lower compression--13.5:1 race vs 10.5:1 street. Either way it is what it is--expensive. The very reason I made this post. I have received several inquiries from customers who think that other people are selling this kit at a very reasonable price --but the whole story is just not being told--probably out of ignorance--or to keep the customer ignorant until they are confronted with the truth after they have made a purchase. This kit is only for those few people like myself who want to get maximum gains--100 rear wheel HP--from there normally aspirated 790 or 865 engine. Of course this 100 HP number also includes the head work, carburetion and exhaust system modifications--also very expensive.
The balancing process we use is better than most and is the same used by the NASCAR engine builders---in fact a retired NASCAR engineer does the balancing not the crank people.
Personally after Falicon trashed one of my crankshafts, during the 2005 race season, I do not use them for anything. Falicon turned a perfectly usable crankshaft into a paper weight with no refund or even an apology for screwing us in the middle of a race season.. I have 3 other sources--one is APE in Los Angeles. The problem seems to be that the crank set up is unique and because of that tooling is necessary and the labor time is excessive for these peple to make it as profitable as their in-line 4 crankshaft work. We are now considering machining billet crankshafts--and may do so in the off season.
Let me add one more thing--performance modifications are always expensive especially for a motorcycle like the modern Bonneville series that has limited potential in the aftermarket--so if anyone is not interested in performance they should not even read this post--however, if you are please note that these mods are completely in line with big bore/stroker kits, high performance head work, flatslide carburetor kits or custom exhaust systems offered for any other motorcycle.
We have built 2 stroker engines to date--one is my street Bonneville and the other is for a customer--both are 360 engines. We have of course built 2, 270 stroker engines for the track.
The counter balancing weights are removed from the shaft and the shafts are put back in place in the engine case--if you do not do this or replace the shafts with 4 slugs the cases will flex when torqued to spec.
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Here's a dyno run of his flat track race bike:
Nice power from one of our engines, but it's going to take a lot of money to get it there.
