Total them up your sure past 4 -

I'll take 2 if not bigger than ->  96mm 9.5:1

I still do want to try to push this poor little bike 'bout hard as i can, so a 10:1 97mm would be great for me.  The prices I listed earlier were estimates based on a 4 piece order with rings and pins, so i guess getting 4 specials made would stay about the same on cost.  If we have the interest in 4 97mm 10:1's we could get that order in as soon as we have the right numbers (i should have some of the numbers by this weekend).

justin_o_guy wrote on 12/31/69 at 16:00:04:


I'm sure the 96 9.5 deal will make a BIG difference, and going 1mm and half a point over that will probably only make a couple horse difference.. I don't think anyone will regret going with the more moderate figures, and I hope it's not a big mistake to max it out..  buuuuuut, i'm still willing to try it. (sure do hope it doesn't explode though.. )

This a good post. I have been watching this from the beginning as an observer. I imagine a few did that with my chain conversion. I have done a lot of performance motor builds on bikes and cars, so I was just watching the progress and thinking about my own experience. As usual you start out with the "hotter" is better. If you drag race and don't mind rebuilding often, that is true. I am glad to see that you have come down to a 95-97 overbore, and 9.5 compression. That is in the reliable catagory and you will be VERY surprised at the change. When used with Lancer's mid range cam, it should be very impressive, yet reliable. With that combo premium pump gas will work fine.That is what I run in my 1967 Royal Enfield 750. It is 9.5 to 1,and has race cams from the factory. I have owned several and built several 650-750 Triumph motors and the 9.5 and mild cam is a great combo for the street. You can get away with stock valve springs as long as you don't go with a cam lift over .350. Lighter pistons will "unbalance" the motor. It is unfortunate that the Savage motor is of the overhead cam variety. You could get the same performance by shaving the head or block(jug) for a lot less than the new piston, but at least you don't have to split the case to change the cam like most bikes. Another advantage of the Savage is the auto compression release. When going from 8.5 to 9.5 with a kicker, you really know what a change it is. I am just finishing up a 650 Triumph chopper. I put the 750 big bore kit on and 9.5 pistons. I can now put my full weight(150) on the kicker and it just sets there until I lunge on it. It sounds like LesGolden wants to embarass some bikes from 0-70mph with the 14/45 ratio. One more reason for the chain conversion. You can play around and not turn the belt into a rubber band..If L-VYRA wasn't only 3000 miles tired I would go with the 95mm to get the 666cc, just seems right for her evil theme I got going. Later on when she is a little older I just might have to do that. Just thought I would give my 2 cents.   Have fun!!!!   I always did.   Hutch

There is one thing I forgot to mention. Deck height is critical. I am sure Suzuki has closer tolerances than the old Triumph company.You could buy two or three Triumphs back in the sixties and each would run different. After working on them for years I found out why. Some heads could be shaved down, and some couldn't because they were already as short as possible. Same for the jug. It was crazy. These were untouched Factory pieces. Just to be sure I would have more than one person check the deck clearance.   Hutch

Alright! Sounds like we are getting somewhere. Count on me for 1 96mm 9.5:1. I will send payment via Paypal as soon as we have a purchase date. Now I gotta start savin' muny for that bumpstick. A big THANKS to Lancer for handling this, I really appreciate it. Even If you are not going to rebild right now you may want to get in on this, I do not believe you will beat the price.

LANCER, you know I never thought about the compression factor. I wonder if they do figure that in or if the overbore  compression is an added plus to the piston itself. I am like you when it comes to the discount. When I want something bad enough, I don't care how much it cost. But on a good note you can count me in on a piston. I will just put it on a self until I get some miles on L-VYRA, and buy a cam from you later also. I know you said that the pistons had to be next to each other in size. There might be a problem with me being the only person wanting a 95mm for the 666cc configuration. If this is the case I will just wait until later to buy one separate from the group buy. Let me know what the deal is, and I will order accordingly. You already know I  have PayPal. Any word on the rush cables yet? I'm getting antsie.    Hutch
BTW are these pistons cast or forged. Forged is the only piston that will not break if anyone would ever think of putting NOS on the bike. Also you get a better exhaust flow with the flat top piston than the dome, because the hump is not holding gasses back. That is why I always went with overbore and milled the head(if possible) and milled the cyclinder for more compression. This will be the first time I went with a taller flat top piston. Should be great for the overhead cam timing problem. One thing nice about your cam specs is you won't end up with a lot of valve overlap. Overlap is when both intake and exhaust is open at the same time. I had a 327 vette motor that I bored 40 over and milled both the heads and block 20. With the .510 lift and 480 duration cam I ended up with 2 thousandths clearance for the valves. Long slot rocker arms so I wouldn't break off the studs. HD valve springs.I messed up and didn't double check my torque on one rod cap and heard a tick in my motor. It was the valves hitting the piston on the badly torqued piston rod.Retorqued no problem. 450 hp 327 motor. Fastest car I ever owned. The biggest cam I put in a bike was a .400" lift, 340 duration in a Triumph. 3 thousandths clearance with the milled cyclinders and head. If you could kick it over AND it would start, it was real fun. Not for town use though, loaded up like crazy if not wide open all the time. You will know when you have a LOT of valve over lap. Just take off the air cleaner and you will hear the motor "huff" out the carb and see the gas mist out of the carb and suck back into the carb. You should not have any problems with the .264" lift and 239 duration cam that LANCER is offering. Good combo with the pistons you are planning on using. Perfect for the street and reliable. Radical is for the  drag strip.