Rev performance plated cyl

has anyone had any exp with these on the fourm. we have been plating pistons and combution chambers and exhaust ports for years on water coolled motors dont know how it holds up in air coolled motors . looks like they have a nice bore size. with out doing any case mods. ?

guess that answers that .

When REv performance 1st come out with them they was having some problems. But after a while they have worked the problems out.

I think that Tman is using the same cylinders too.

T-Man Performance - High Performance Heads, Cams, Cylinders, Kits - Making Horsepower

i hear ya chuck when something is real hot people jump on it. ive use there wide band set up for a little while wich worked out real good . but i needed to adjust timing and changed it out . was great for fuel control. never used any thing else and was doing some checking around for info on the cyl and some people have used them some people hate them . seems we dont have too many fans here .

If'n I was using new cylingers and pistons I just might look at S&S stuff.

Ya i agree with you cardboard they have been around alot longer and there 97 kit seems to be bang for the buck . my deuce has a 95 high compresion set up .runs nice . dont want to go that route with the bagger looking to travel and enjoy . with the carb set up its not like i can adjust on the fly , like with the deuce if i get a batch of ethanol . so im thinking 9.1 with the cams and head work i have now . runs good but i want to get my ducks in a row for when i freshen the motor . got quite a bit of time as it only has 36.000 and change on it .

ya did that on my deuce with high compresion piston cams heads you name it run out awesome . on the bagger did heads cams and went to the cometic gaskets runs good . machine shop i use is red racing tommy bubel is his name. great machine shop . thought of doing something diffrent thats all. static compresion is about 150 now so cylinder pressure is there . you get around 180 to 185 your pushing the issue of the motor pinging and if you change out the cam for more duration to over come the ping your bottom end torque will drop . some guys start to fatten the mixture to much or pull timing out . to cure the problem just thought of getting a few more cubic inches and use the valve train set up i have now .

ps its only an 88 now

The new hot cam is a Woods 555

My cams are split lift split duration cam short overlap makes cyld pressure . And cyld pressure makes torque. 510-498- intake opens at 18 and exhaust at 41. 236-228 duration -. 103 and 106 center line power comes on hard 2200 and it pulls real well never saw the need to put in on a dyno . Short turns were done on heads for exhaust to flow chambers were blended and intake bowls were done as well . For an 88 keeps up with big inch motors very well . I was just looking for input from you guys as what you thought on these kits . I do have a new set of barrels that were take off from a dealer i could go that route . And get an off the shelf forged slug . If im gonna bore i dont think i can bore them any more than 3.884. And have them keep good ring seal. Im just getting my parts ready for futre install at that time ill do a valve grind check spring tension and install barrels and pistons and gasket set

If yer going 95 why not 97 and a woods 555 cam
It's 555 lift and designed odd the TW 6 H woods 590 lift cam
It's newer than the tw6
Got some friends with it
Call bob and talk with him
woodcarbs.com

Thanks for the info guys nothing like a bunch of motor heads for advice. And yes its a carb model . The deuce is injected

I thought about the gear change last night . It would be much better as well .

Thanks hrk im a good engine builder when it comes to cars and have built a few bikes . But i damn sure dont have all the right combos when it comes to twin cam bikes . I know my way around them dam good . 4 cycle engine is a four cycle engine, but the right combo from bike to bike is way diffrent. Thanks for all the info brother ill keep ya posted.