I'll do the salesman pitch in a PM, but for the rest of the stuff:
The first two sets of pipes were cut and fit SLP twin pipes. For the next set, we are going to try taking some measurements of the SLP pipes and roll our own cones to make the fitting easier. Theoretically you can do anything you want with the pipes, we're just not sure how many sets we want to build
Depending on how the next idea goes, it may get a lot easier. The biggest clearance issue we were having with the pipes was the STM exhaust valves. I believe HILCLMR's has block off plates installed, we figured we'd try to keep the valves functional.
Ours is a 1460, using M1000 pistons, estimated sea level hp is probably ~280-290. We haven't had it dynoed, and we are running pretty low compression on it, and stock 900 twin timing (12.5 degrees wide open) so we may be a bit lower than that. It will run with a race gas M8 on top end, with way more power through the bottom and mid-range. Haven't been around a race gas M1000, but the M12 on 14lbs was much faster... (he said he's been dynoed at over 400 hp, so that's to be expected
)
The only ignitions I've heard of being used on motors like these are T-cat ignitions, or MSD. We're the first ones I know of that have the box reprogrammed and still use the 900 twin stator and CDI. We do use a T-cat flywheel. For the next one, we're probably going to have a couple degrees of timing added to just the top end of the curve.
We smooth out all the welds on the inside of the cases and have them decked and line bored. We also mill part of the bottom flat and put a torque plate on the bottom of the motor bridging the weld. That plus the mono head makes me feel comfortable with the welds. The mono head we have runs Speedwerx inserts.
I'm sure CR racing does most if not all of the same things to the bottom end.
