Sorry, I forgot to include details of the engine:
- 174.5 cc fuel-injected liquid-cooled single cylinder.
- 62 mm bore x 57.8 mm stroke
- 0.37 mm deck height
- Squish area: 15.58 cc
- 11.2:1 compression ratio (OEM)
Although it'll be a bit higher due to the ceramic heat shield coating on the piston face and cylinder head, so let's say 11.3:1.
- 227.2 psi compression pressure
- gasoline engine
- maximum RPM: 9200 (OEM)
I'll be extending that to 12,000 with the new ECU and a beefed up crankshaft and connecting rod.
- Valve timing (OEM):
Intake Open 12° (BTDC) Close 35° (ABDC)
Exhaust Open 28° (BBDC) Close 8° (ATDC)
The new cam grind will do away with valve overlap. It'll roughly follow the same valve timing as what's found on the
Negative Pressure Supercharging - Impulse Engine Technologies Pty Ltd - Australia site.
The documentation for this bike states a power output of 11.4 KW (~15.3 HP), but I think mine is a bit higher, given that it's always exceeded the factory-stated top speed, and would hit the rev limiter far too easily, which was the reason I geared up. I attribute the hard break-in (ala MotoMan) and the LiquiMoly Ceratec as two factors contributing to lower blow-by and thus better compression and power.