![]() The engine also allows the use of a 5/8” diameter push rod on both intake and exhaust and is offered with a T&D individual shaft or Reid Dual Shaft Rocker Assembly similar to the normal 4.8 Hemi. The engine has shown extreme durability under adverse engine failures that have never been witnessed on a 4.8” Hemi to date. Thus reducing quick and easier turnaround times between racing rounds. The cylinder head can be removed while leaving the manifold, blower and injector secured to the block. EXT-00004Suzuki GSXR-1300 Hayabusa Billet Dry Sump Pump. Formulated to protect larger competition engines both petrol and diesel, operating under extreme conditions e.g. EXT-10002 Extreme Suzuki GSXR-1300 Hayabusa Billet Starter Cover and Idler Gear. Other significant cosmetic changes on the 4.9 engine include the and 1.250” raised cam which shortens the push rods and stiffens the valve train. New Products For March - Suzuki GSXR-1300 Hayabusa Performance Parts. It frees up the opportunity for a lot more intake port development than we could have done with the 2” lifter spread in our current 4.8” hemi. Manley Performance Products Extreme Duty Series FLAT Top Pistons BEST Stock Stroke pistons 4.030 Bore/1.304 CD w/pin Upgraded Pin Part 42542 Sold. Not only does it make the valve train geometry almost perfect as far as push rod angles to rocker locations, it allows us to not have any push rod bulges in the intake port. Another big change was the lifter spacing from 2” to 3.300”. The power curve grants more torque, but the power is still gathered at the top end of the range. ![]() ![]() The 4.9 cylinder head changes then allowed for a better flowing cylinder head on both the intake and exhaust ports than we could have with the 4.8 bore centre. On the first run, the engine drank from a single Holley 830 CFM NASCAR Spec carb (the former Cup carburetor) through a Cup-approved Chevrolet intake with 112 octane race fuel. Not only were we able to go bigger with the valves, we stood the valve angles up three degrees, to flatten the combustion chamber out and we raised the port up an inch on the intake and exhaust. At Tremaniac Racing Engines we use state of the art machinery on every engine we build whether it be a daily driver or. The increased bore diameter enabled the ability to run a larger intake and exhaust valve than we could with a 4.500 bore. This enabled the bore diameter to increase to max 4.600” where we were limited to 4.500” bore in current hemi applications. The major differences between the 4.9 Hemi and the 4.8 Fathead style hemi is obviously the increase in the Bore Centre. All of our work carried out is to a very high standard and our. WHAT'S DIFFERENT BETWEEN THE 4.8" Hemi & the Noonan 4.9" Bore space Hemi? Our state of the art Hemi engine packages deliver not only the highest horsepower and torque numbers, they also deliver. Extreme Engines have over 25 years experience in preparing race winning bike engines for you.
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