is decking the cylinder a smart idea i know it makes horsepower but is it reliable compared to a stroker crank and if so who should i have do this (comapny) i was looking at CT racing but not sure yet.
Decking the cylinder
- Thread starter 92blaster
- Start date
by reworking the head you mean re-chambering it? and why is it prefered to rework the head insted of decking the cylinder
I only recommend decking the cylinder if there is damage to the sealing surface or the bottom of the cylinder if for some reason you need to lower the port durations.
you have more options and capabilities with changing the squish clearance if you deck the cylinder. the blaster's deck is .030" higher than the piston reaches. add a like .035 gasket, then the at least .030 (never really measured it) that the squish band is recessed into the head, and your talkin a squish clearance of at least .095". without explaining the dynamics of a 2-stroke, thats a lot of wasted fuel, and power.
well the head should be reworked anyways though ,not just for squish clearance reasons so it only makes sense to modify the head if yo u want the most out of the application ,heads are alot cheaper than good jugs ...conversly i say you are limiting yourself by changing the deck of the given cylinder ,this may cause issues or error for adding options down the road to the next person/owner or the shop who works on the machine like adding a stroker installing a bigger sleeve and or porting a longer rod ,let alone a modifed rechambered head designed to use the stock deck height .
ok so i its better to rework the head ok, ok so flotek and or wildcard is there different styles you can do to the head like mx, drag or is it just one thing, and if i had this done and added like a carb later will that screw up the job you did and throw it off or should i just wait get all the parts i want and then have the head re-done and a port job
Yes, there is a difference in head mods for riding applications. A trail head design will have a wider squish band and a little less squish clearance as compared to a drag head and differences in chamber profile as well. They are also cut different for different fuels ie: gas vs. methanol.
As for adding bolt on parts, that is fine to some degree. The headwork is matched to the porting and intended fuel. So if those aren't changed you will be just fine. That being said, you can use methanol on a gasoline head and sometimes vice-versa but you won't see the full benefits of the fuel. You can change reeds, carbs, filters, ignition systems ect. ect. Without any negative effects.
As for adding bolt on parts, that is fine to some degree. The headwork is matched to the porting and intended fuel. So if those aren't changed you will be just fine. That being said, you can use methanol on a gasoline head and sometimes vice-versa but you won't see the full benefits of the fuel. You can change reeds, carbs, filters, ignition systems ect. ect. Without any negative effects.
yep..theres very little i could add to that other than on air cooled some really high rpm engines its better to have more squish clearance for rod stretch and to ward off possible detonation ,also the squish clearance is relational to the given bore as an example a banshee may run fine .035-,045 clearance.. but a lt500 would need .050 -.060, some fuels like methanol need more clearance too.
and from you doing it what can i expect in terms of where my power will be low, mid or high or can you change it to favor one thing
The increase in compression will net a low end power gain, the changes in squish band and chamber design can be tailored to suit any given rpm range and fuel.
