900rr head swap - Wrist Twisters
 
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post #1 of 16 Old 02-20-2015, 10:07 AM Thread Starter
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900rr head swap

I have been reading and reading... And searching... Why hasn't anyone done a complete 900rr head swap? With bank injection there is no need for a cam signal... So an RR head would essentially bolt in place with the appropriate tb's and mounting flanges.
Yes, I know our bikes run sequential injection, but I see no real need for that in 99% of applications...
Nail me to the cross on it! Throw out your thoughts and opinions!

30,000 mile 919 survivor. No plans of stopping the abuse any time soon.
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post #2 of 16 Old 02-20-2015, 10:09 AM
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I believe someone tried that on the Hornet's Nest a long time ago. If memory serves, it was a nightmare. The problem may have been that he bit off more than he could chew, though. Those with more technical knowledge than I (or that guy) might meet with more success.

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post #3 of 16 Old 02-20-2015, 10:13 AM
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Stock 919 head has a cam postion sensor (CPS) .... stock ecu won't run without it.

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post #4 of 16 Old 02-20-2015, 01:23 PM
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I found a bit of background, but the website (alexa72.com) is down as of years ago. Can't find my old Hornet's Nest creds, but some of it should still be on there. At any rate, I think he may have used a 929 cam to get around the CPS limitation. This is a BIG job to take on, and likely not going to be remotely worth the effort.

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post #5 of 16 Old 02-20-2015, 04:50 PM Thread Starter
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I'll be tossing my stock ecu in the parts box and running a megasquirt. That will let me eliminate the cam sensor and run bank injection instead of sequential. I have a lot of work to do, but I'm shooting for Buckey's 10.1 at the strip. I know I'm really barking up the wrong tree for all-out performance with the 919, but I love the thing; and if it doesn't work out, I have a freshly rebuilt 919 head that has some port work done that I can slide back on. It's more an exercise in "can I make this work? Has anyone else done/ seen one?" Should be a good racing season... Parts from Falicon, Arias, Fast by Gast, Megasquirt, and lots of garage engineering.
Just for comparison...

image-3026031984.jpg

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post #6 of 16 Old 02-20-2015, 06:44 PM
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scrat,

First and foremost, "hats off to you for going your own way". The world of drag racing is dominated by Suzuki and Kawasaki for the most part, so just because your different does not mean you can't achieve a level of success with your project. With that said, your cylinder head approach is right on track for producing power on a naturally aspirated motor. Keep finding ways around the obstacles until you make it work. One word though... at the end of the day the cylinder head that flows the most air and retains the highest velocity will produce the power your are looking for. Your engineering efforts to convert heads may be more work than modifying your original head to achieve the same thing. Here comes the best part though.... in the end, you will be the expert to say so, one way or the other. Not everyone fully understands the satisfaction you get from a project like this, and it is certainly not represented on a single time slip. But for those that do, we are cheering you on. Keep challenging the status quo, and never, never, let anyone tell you what you can't do.

Good luck! Keep us informed.

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post #7 of 16 Old 02-20-2015, 07:17 PM
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I was under the impression that the fireblade inlets are angled upwards so there may be an issue with the tb's touching the frame?

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post #8 of 16 Old 02-21-2015, 08:50 AM Thread Starter
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Thanks Mark! And yes, the intakes are angled up slightly, as well as being a bit shorter. I will need to use an appropriate mounting booties, but these are all details that can be worked out with some appropriate engineering. 'Engineering'...

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post #9 of 16 Old 02-22-2015, 08:39 AM
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My questions are, what would this do to the compression ratio? The 919 has a different stroke than the 900. Also, would you still be able to get a sufficient amount of oil to the new head? Are all of the oil and coolant passages the same size and location? Head bolt locations the same? What head gasket to use?

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post #10 of 16 Old 02-22-2015, 11:58 AM Thread Starter
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Quote:
Originally Posted by redline919 View Post
My questions are, what would this do to the compression ratio? The 919 has a different stroke than the 900. Also, would you still be able to get a sufficient amount of oil to the new head? Are all of the oil and coolant passages the same size and location? Head bolt locations the same? What head gasket to use?
The stroke is the same, 54mm. I have Arias 72mm Pistons which will increase compression to just over 12.0-1. Volume in the combustion chamber is nearly identical between the heads. Passages are all the same, as are the head bolt holes. The head gaskets are the same part number from what I have found; I'll be running a Cometic MLS gasket with the standard thickness.

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post #11 of 16 Old 02-22-2015, 12:06 PM
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Good information. I'm definitely intrigued. Keep us posted!

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post #12 of 16 Old 04-02-2015, 01:17 PM Thread Starter
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image-1704278520.jpg

Slowly getting the RR ports cleaned up...

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post #13 of 16 Old 04-02-2015, 03:12 PM
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Quote:
Originally Posted by scrat View Post
Attachment 101914

Slowly getting the RR ports cleaned up...
The coolest mod yet! More pictures please.
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post #14 of 16 Old 04-21-2015, 10:48 AM Thread Starter
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Here is the head all set in place, fits the block without a hitch!

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post #15 of 16 Old 04-21-2015, 10:51 AM Thread Starter
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And up in the hole. The valve cover has no PAIR provisions, so there is a nice bit of room up there, and the case breather is all between the two RH plug holes. It's also magnesium and weighs about as much as a popcorn fart.

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post #16 of 16 Old 04-21-2015, 01:09 PM
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Good stuff

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