For those wanting to learn more about the setup shown in the picture, there's a YouTube video and many comments here:-------- > Our redrives have the correct grade steel shaft for the job and precision machined. Resistant to breaking, cracking etc.
In over 10 years, none of our shafts have had damage.
They also fit tractor and pusher.
I`d say they`re well designed redrives for high pulsing V-Twins.
View attachment 84080
Modifications, per Mr Armstrong:
- Raised compression by special pistons and stronger connecting rods, rather than skimming the heads.
- Advanced ignition 8°
- Special camshaft
( He wrote this comment: if you do go this route make sure you fit a reinforced camshaft, mine broke after 160 hours. Precision Cams do both reinforced and billet versions)
- Packers to valve springs to allow higher revs
- Stainless exhaust valves to withstand heat
- Roller tipped higher ratio valve rocker levers, 1.5 ratio instead of 1.1
- Bigger carb off the 990cc model but with jet kit for operation at 5000' (Briggs accessory)
- Open up inlet manifold to suit bigger carb butterflies
- Longer tuned length exhaust tubes 29mm bore.
- NGK Iridium plugs
- Machined 3 kilos off the flywheel, then balanced and spin tested.
Fuel consumption: On one long trip he burned 6.3 l/hr (= 1.7 GPH). Also says it " only burns 7-7.5 litres per hour (1.85 - 2 GPH) even when driven hard." If we assume a BSFC for this little engine of about .43 lbs/hp/hr, that would mean an output of up to 28 HP "if driven hard" and 23-24 HP continuous on his long trip.