Aah ok, the classic endurance-com is a mix from art motor and the classic-endurance.de with Sascha and Karl Robert Boos.
The classic-endurance-cup.eu is the more professional cup, which runs in front of the endurance world cup. This cup has more
technical rules for the bikes and the drivers.
For tuning: with the 1000 standard piston, the only possibility is to take a set of 750 heads or other pistons with higher doms.
We make our racing engines now only with the bt 1100 engine, because the aluminium cylinders are not so sensitiv.
For this i have two versions of pistons with 10.5 and 11.2:1 compression. They are plug and play in the aluminium cylinders.
Our maximum now is 105 HP and 120 Nm at the rear wheel. Good to irritate the 4cylinders......................S.

Wann ana a Fölla find, dann derf ern bhoidn

I run an XV1100 crank, cylinders and pistons with ported XV750 heads on my daily driver TR1, but I run slightly smaller carbs as in everyday life, I prefer low-down torque over max. power. (And I was able to score a set of Mikunis very cheap!)

XVS1100 parts can be used as well, but you either have to machine (have machined) the cylinder mouths in the engine cases, as the XVS liners are slightly bigger or turn them down a bit. The XVS crank is lighter than the XV1100 crank (and I think on par with the TR1 crank - but Sepp should know the numbers - and this should make the engine a bit more lively.

The part I am missing in your list is a decent exhaust as the stock one is only good for passing legal emissions test.
(I've built a few and can tell you from first hand experience that you want an exhaust with two equal length headers of around (or close to) 70cm header length up to the collector. This helped immensely with both torque and overall power.)

Cheers,
Greg

Sepp is now showing the top of the pops. You need lots of experience to get to that power level.

When you look at my last picture you migth recognize the  strange looking fins on the cylinders ?
They are coming from a XVS1100 cylinders and I fitted the crank and pistons as well. My TR1 has already done more than 90000 km so some younger parts have been welcome.
The XVS pistons have the same diameter of 95 mm, but a shorter distance from piston top to the gudgeon pin centre. The weight is about 100g. lighter in total. The XVS1100 crank is about 1,4 kg lighter and has more stroke. That means the engine becomes more a long stroke Ratio, but will rev up faster with the lightend inertia.

I have combined the XVS crank with the TR1 flywheel, because the XVS flywheel is heavier.....
The compression ratio will rise up to about 10:1 when using XVS Piston and the TR1 heads. I still have the standard valves fitted and only done a very light porting job to get a free flow for the 40mm Dellortos.
But I changed the valve springs to new ones with a possible max. valve lift of 13 mm and valve retainers in titanium.  I still look for a new camshafts profile which will make the engine more livley, but not peaky. I will use the remaining XVS camshafts to weld some additional material on it and then let grind a new profile....

Gregs advise to build larger and even-length exhaust pipes needs more mechanical skills, than I have on tubes. So I have made a new pipe for the rear cylinder from old original Ducati pipes (eBay..). Simply cut into pices and weld together in new angles and directions.
When I look at your frame building Project, this should not be a problem for you?

Maybe you would like to have a close look at the parts? We are almost neighbours (of course we are) but I live very close to the dutch border......  

Hi All,

Thanks very much for al the info. I understand that Sepp's engines are top of line... and not easy made by unexperienced engine builders. It takes a learnig curve to get up there. But for the starting engine builder (like myself) all info is welcome. And I'm sure there's some power and torque to be found in the original TR1 engine without spending big money.
Do you guys change something on the camshaft timing for example? I know it's not easy done with the standard tr1 cam wheel... But should it be possible... is there power or torque to be found?
Higher lift cams can and wil surely give some mechanical difficulties, that's why i don't believe in the "easy" American numbers... whatever.

@RalfR: I already built my own exhaust with equal length headers (don't know the length by head). It made a huge difference in how the engine feels, it revs better and feels stronger (no idea of power and torque), but the total bike is 40 Kg's lighter as well, so that may help as well.
About the fact we're neighbours... I live 15 minute drive from Aachen    I am not a professional metalworker... but I "work in the field" and I can use the workshop and tools at my daily job

Hey Sepp,

Very nice pistons you've got there! They can't be used wit a XV1100 crank? I thought they were the same dimensons as the XVS/BT crank in terms of stroke... both 75mm. But the conrods can have a different length off course, in RalfR's picture they do Maybe I have to find a XVS/BT crank...

About the exhaust.... I know by now . I made it this way and built a split in the lower straight part. In the end it only needed very little "bending" to get it right but it wasn't easy for sure. The exhaust took me at least 60 hours to fabricate and get right. With the conical headers you're deffinetly right but I don't have the right machinery to make that sort of stuf. Maybe in version 2.0.

Maybe you find your engines not "top of the line" but as far as I can see is there only one guy out there with more power .... pretty top of the line specs in my humble opinion. Best power to cost ratio maybe and that's the best option for most of us I think. Those last extra horses com at a price.... not to talk about reliability. And to me it's about all the small details that "make" your engines top of line.

So al the tips from all of you guys are great, I read them well, think about them to understand what happens and then decide what I will put in my first ground up engine build!

Before the engine work starts...the carbs and home made discs I'll let you know how it all works