Those of you
who own a large-displacement V-twin know just how much fun can be
had riding a powerful and responsive motorcycle. The others, who
think their scooter's a terror with its hot cams and loud pipes,
need to read on (and weep), because we're about to unveil right here
the secret to ultimate power and motorcycle mayhem that is a
Hyperformance-built engine.
At the helm or Hyperformance is Randy "The King of
Cubes" Torgeson. This genuine lunatic has been playing with
highly explosive fuels and expensive alloys for
Randy
Torgeson tests a cylinder head on the flow bench. A closer look at
the Big Jug reveals a groove that's machined around the bore for the
O-ring head gasket, a must with high-compression mills.
Up close
and personal with a CNC-machined cylinder head for the 106. Note the
"vortex" intake port design that maximize fuel
atomization.
the past three
decades, and has mastered all the critical skills in machining and
assembling engines capable of breaking records at the drags as well
as on the salt flats.
His company specializes in high-performance top ends,
precision porting, engine building, and blueprinting.
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The
106-cubic-inch HyperMotor: the round-fin billet R&R heads
feature external oil return lines and are machined to match the
Hyperformance-built ductile iron "Big Jugs" cylinders.
They also
manufacture some of their own
engine parts for serious performance V-twin applications, and get
the rest of the components from only the best names in the industry.
Hyperformance's Monster Motor Division builds
custom race and street engines in sizes up to 179 cubic inches. With
Randy's background in extreme racing applications, designing a
street-worthy performance package for the popular American V-twin
platform is just a walk in the park. It's so easy that Randy let us
peek into one of Hyperformance's favorite engines: the 106
cubic-inch HyperMotor.
Revolving inside on a pair of Delkron cases, is a
bulletproof, balanced, and blueprinted bottom end with bore and
stroke of 3 13/16 and 4 5/8. Next is a pair of Hyperformance Big
Jugs. These impressive cylinders are made out of large tubes of
ductile iron called Durabar. They come to the shop in raw form,
looking like sewer pipes. They're later drilled, machined, and honed
on the premises, to whatever bore and shape is needed for the
application. Cooling fins are then machine cut before the cylinders
are polished, HPC coated, and then buffed to render this neat
"aluminum" finish.
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Randy chooses iron cylinders over
aluminum, because iron
doesn't expand as much at high temperatures; this helps in making
the engine more consistent and reliable. Special Vitron O-rings are
used to seal the cylinder heads, and eliminate oil seepage that's
all too common with high-output V-twins. Short bolts are used to
secure the cylinders to the cases, while separate bolts will clamp
the heads onto the jugs.
Last, but not least, the round-fin billet R&R
heads feature CNC machining on the chambers and ports and external
braided stainless steel oil return lines, to further prevent oil
leaks. A killer valve train resides under the rocker covers,
ensuring that the engine will get its fix throughout the rpm range.
It's all fun in the dyno room, until someone puts an eye out!
In basic street configuration, this 106-inch,
10.5:1 compression V-twin produces a whopping 120 ft.-lbs. of torque
and 120 hp, before the 6000 rpm mark! And that's on pump gas, folks!
There's a whole lot more about Hyperformance and
their many products and services than we could possibly print in
this entire issue. So if you're interested in balls-to-the-wall
performance, you need to get on the horn and talk to Randy Torgeson
and the folks at Hyperformance. Their stuff will turn any bike into
a frame-twisting, asphalt- rippling screamer.
- Lafayette
Hyperformance
5152A East University Ave.
Pleasant Hill, Iowa 50327
(515) 266-6381
www.kingofcubes.com |
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Photos: Hyperformance
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