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A misunderstanding not a gearing question
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<blockquote data-quote="69ST" data-source="post: 174540" data-attributes="member: 5"><p>That only addresses piston compression height directly. The combustion chamber configuration is addressed indirectly, which is a bit frustrating. Perhaps a workaround question is whether the TB head can be used as a direct bolt-on, with an otherwise stock K0-K1 CT70 engine. If the answer is "yes", then you know that the larger 6V piston dome will fit the TB combustion chamber. Methinks that dratv is best source for your answers, regarding the 54x54mm configuration. They supply all of the parts and also sell the TB product.</p><p></p><p>If you end up really stuck, i.e. no vendor can, or will, provide the answer you're after, there's always the direct comparison method, i.e. this head side-by-side with a 6V CT70 head. There's really nothing "magical" about this TB head. Don't misunderstand, it's well-designed, works well, and is a quality piece. OTOH, the old CT70 head is nearly as good, in terms of port flow & valve size (24mm intake as I recall)...the biggest advantage of the TB head is the fact that it's a 12V style meaning 12V/ball bearing cams, of which there are more choices. Personally, I prefer the ball bearing cam setup but, in the real world, how many worn-out 6V cam journals have been reported? In terms of performance, you're shifting the balance further toward the "stomper" end of the continuum, away from the "screamer" end. With the parts compliment you have, it'd almost be difficult to get less than 60-65mph top end regardless. The torque curve will virtually be sitting on the sideline, watching the decision process. <img src="/styles/default/xenforo/smilies/whistling.png" class="smilie" loading="lazy" alt=":whistle:" title="Whistling :whistle:" data-shortname=":whistle:" /></p><p></p><p>The hardcore/roll-your-own method...</p><p>Assemble the top end, sans piston rings & cam sprocket, rotate the engine by hand. No contact means the combustion chamber/piston dome will play nicely together...time to retest with the valve train operating. If there is contact, time to break out the clay, to see where it is occurring. That may be correctable with a die grinder, or another piston with the "new dome". Valve reliefs can usually be enlarged without much fanfare, combustion chamber clearance...not so much.</p></blockquote><p></p>
[QUOTE="69ST, post: 174540, member: 5"] That only addresses piston compression height directly. The combustion chamber configuration is addressed indirectly, which is a bit frustrating. Perhaps a workaround question is whether the TB head can be used as a direct bolt-on, with an otherwise stock K0-K1 CT70 engine. If the answer is "yes", then you know that the larger 6V piston dome will fit the TB combustion chamber. Methinks that dratv is best source for your answers, regarding the 54x54mm configuration. They supply all of the parts and also sell the TB product. If you end up really stuck, i.e. no vendor can, or will, provide the answer you're after, there's always the direct comparison method, i.e. this head side-by-side with a 6V CT70 head. There's really nothing "magical" about this TB head. Don't misunderstand, it's well-designed, works well, and is a quality piece. OTOH, the old CT70 head is nearly as good, in terms of port flow & valve size (24mm intake as I recall)...the biggest advantage of the TB head is the fact that it's a 12V style meaning 12V/ball bearing cams, of which there are more choices. Personally, I prefer the ball bearing cam setup but, in the real world, how many worn-out 6V cam journals have been reported? In terms of performance, you're shifting the balance further toward the "stomper" end of the continuum, away from the "screamer" end. With the parts compliment you have, it'd almost be difficult to get less than 60-65mph top end regardless. The torque curve will virtually be sitting on the sideline, watching the decision process. :whistle: The hardcore/roll-your-own method... Assemble the top end, sans piston rings & cam sprocket, rotate the engine by hand. No contact means the combustion chamber/piston dome will play nicely together...time to retest with the valve train operating. If there is contact, time to break out the clay, to see where it is occurring. That may be correctable with a die grinder, or another piston with the "new dome". Valve reliefs can usually be enlarged without much fanfare, combustion chamber clearance...not so much. [/QUOTE]
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