The self reports of desert and drag racers , which are on old lists and old archives forums never mentioned by anyone but me, preferred thinner 750 cases over 850 to allow cases to bow some to allow less end bearing binding and would fit ball bearing to the TS to let some the whip work out there. The old style oil comma slotted piston are a known hazard of stress riser let go. If hot swollen piston descends to lower bores that are rather cooler that upper bores pistons can hang up and stop the show as something else always lets go 1st before Norton rods. I know the crank ends toggling from shaft bowing can wipe out what's attached on either end - and - wonder how much destruction blamed on rods is actually the bow in the crank alignment of its journals putting binding expanding/splitting leverage thru the big end shells.
Next Peel's bores are wider by ~,001" in lower bores than .0055" at upper half. Peel's crank - one piece welded nitrided with lighter smaller flywheel JSMs rods/pistons and > all cryo'd plus dry anti-friction coated pistons and Bore Tech'd - cost about $1000 more in treatments.
The standard size valves in the K/W Black Diamond 6mm stem type and spring kit as once sold by Kenny Deer and essentially off the shelf now have no known upper rpm range as Peel tested them way beyond what our tachs can measure, did 2000 miles further and being used as is again in Next Peel after intimate exam and handling by Ken Canaga. I did have the kit cryo tempered for same reasons rotary Nortons would never have existed otherwise.
You can't cryo the head w/o squeezing out the steel valve seats so reminder NOT to have cryo done to items with dissimilar alloys attached. I fully believe if I had sense to leave throttle at WOT and only held and held and held the speed shift kill 'button' down I'd only had to replace alternator and everything in TS that was not cryo'd prior and slapped on the Drouin & making road history by now. Imagine Kenny Commings on his teeth gritting dyno runs breaking a chain with throttle locked at WOT and the rev up acceleration after 9 grand was so harsh a hit it knocked his hands off bar by the extra hard engine rise on front iso to throw him out the saddle so it had a couple seconds to top out... If you snap throttle shut in normal red zone limit - it takes about 2 sec to spin to a stop yet Peel's tach needle didn't even slow down to be visible in 2 sec so took more than 2 to begin to see tach needle bouncing in a blur off back side of peg and then a few more seconds ROAR to see it stop then .5 sec for the drumming of shed tin walls and roof to stop echoing then about 30 sec for smoke to clear enough to see hazy profile of top of engine still there even with me trying to blow it clear enough to see. While I was trying to regain feel after slapped back on 2nd breath of rev up -beyond red zone- with over sized Combat ports doing their thing, every seam and fashioner stretched so much they opened with mis-matched resonance it looked like ocean breakers on a beach spraying out oil in varying places in cycles. If not for my yogic and mind control with electronically assisted psychedelic use and hand full of near death experience of trauma flashing back just then my interval of time perception would not have allowed registering this painful scenario.
Peel's old Combat cases were the preferred choice of ancient drag racers upgraded by their advice on where to find and fix stress risers below the visible surface, mounting flange flats to the horizontal splitting preventing plates behind barrel case bolt holes that allows an 11th clamp bolt installed. I also had Peel's alloy cases cyro'd too, which w/o PhD level exams in solid sate physics like me, may be reflexly poo-pooped as waste of processing. Resonance and strain density matters in crystalline matrix among random particle grain interfaces.
Sir Eddie details for 11 grand salt runner are educational with cryo'd parts used through out.
