Why be satisfied with droning stock performance? Cycle World’s most recent BMW S1000RR made 179 hp at 13,100 rpm, but there is no limit to what we humans may want next.
I got an email from Chip Spalding at Ballistic Performance Components (an outfit that offers weight-saving lithium/iron phosphate batteries) containing specs and pictures of a recent S1000R build from KWS Motorsports in North Charleston, South Carolina.
Millennium Technologies has the special ability to replate or rebore-and-replate with Nikasil and finish to smooth cylindrical excellence. Add a crankshaft stroked 4mm over stock. Take a gander at the photo of the tops of the cylinders: They are so close together now that adjacent pistons can probably feel each other passing by. Fill those enlarged holes with 13.5:1 compression pistons. Presto, the former bore and stroke of 80.0 x 49.7 (MotoGP engines are 81.0 x 48.5) swell to 82.0 x 53.7 for a displacement of 1,134cc (a little over 69 cubes).
After breaking that model in with a few pulls on a Dynojet dyno, KWS got serious: 237 hp at 13,400 rpm on pump gas. And piston speed isn’t outrageous; a MotoGP engine is at the same point at 14,800. Good numbers. Naturally, they’d like more.
There’s a sealed drum of VP Racing Fuel’s MR-12, a leaded fuel containing some MTBE and “complex combinations of hydrocarbons” that are known to someone, somewhere, as possible carcinogens. But life itself is dangerous, right? Hold your breath. MR-12’s brochure says it can boost power “up to 5 percent.” Help your buddy pour. Man, that ether stinks!
Another run: 247 hp. More powerful than any World Superbike but a bit shy of the factory Hondas in MotoGP.