You are right Gary, 230 psi is kinda high.  The first one I built (using the stock cast piston) pumped 245 psi.  I was always nervous about that one.  I actually set that one up with .060" quench in an effort to keep the cranking pressure down.  This forged piston, with a dish to reduce compression ratio, allows bringing the quench down to .040".  That's the target number.  Detonation does not seem to be a problem.  The tighter quench is actually supposed to reduce the potential for detonation.  So far, it seems to be doing that.  It's a very crisp running engine.

Dave, I will never find the power and performance I am looking for.  My LS650 is a laboratory on two wheels.  The only reason I have it is to experiment and share.  If I ever run out of things to tinker with, it will be time to get rid of it.  Regarding a flat-top 97mm with tight quench, you read my mind.  I have to come up with a stronger clutch first.

Ohio, I usually don't care too much about fuel mileage, so I don't have much data on the stock engine.  I can say that the few times I checked mileage on the stock setup it was in the 50s.  I started looking at it a little closer when I was working on the muffler comparison.  I knew one of the benefits of a free flowing exhaust is supposed to be increased fuel economy.  Same goes for high compression.  So, I was compelled to check it.  It was such a dramatic improvement I had to keep digging into it.

Armen, it was my pleasure.  Are you moved in yet?

Ooooooh
I have a 97mm barrel that I bought from Dave. I think he had it Nikasil coated.
If your 97mm piston and this cylinder can be friends, I'm in!
thanks

Sending today.

The handy-dandy cylinder stud remover made disassembly a breeze.  I’m lovin this tool.  Don’t even have to remove the battery.  R&R cylinder head and cylinder in no time flat.  Projects galore with this little jewel.

The top of the piston also had very little carbon accumulation.  It looked great.  Again, no signs of contact or detonation.

I think the Wiseco Flat-Top piston is a complete success.  It looks like it’s a great modification that will improve performance and efficiency.  It also looks like it will provide reliable service.

Now its time to move forward with the next project.  How’s a completely stock LS650 sound?  We’re talkin 55 to 85 mph in 22.43 seconds.  Seriously?  You bet.
 

My Evolution of a HotRod project hit a snag.  The transmission failed.  The engine had evolved into a 694cc fire breathing beast.  It had the new 97mm Wiseco Flat-Top piston and it was running good.  Too good.  Fifth gear failed.  The teeth gave up (severe pitting) and spread debris throughout the crankcase.

I was lookin at a lot of work.  The crank needed to be straightened, all the bearings were suspect, the cylinder was toast, and a beefed-up transmission was in order.

I wanted to keep my test program going.  My to-do list had some things that looked interesting, and lots of things needed a long-term test to prove they would last.

     -DR650 cam durability

     -Cagiva valve adjuster durability

     -Shortened valve guide durability

     -Epoxied intake port life expectancy

     -Improved breather system with Hayden KrankVent

     -High-flow muffler with larger 1.75” baffle

     -Knock-off PWK carb durability and stability

     -Wiseco flat-top piston durabilty

     -Floating cam chain tensioner wear trend & durability

     -Ignition timing optimization

     -13 plate clutch durability

     -Sneezy clutch release cam durability
     
Since the big engine would be down for a while, I needed a replacement.  Time to put the 2nd string in.

The Web 340b cam had to go.  It was pitted.  I had used the 340b in my original Tight Quench Engine, the Wiseco 94mm Pop-Top engine, and the first iteration of this Wiseco 94mm Flat-Top engine.  The 340b only 7272 miles on it.  What a shame.  Not sure what caused the pitting.  Poor weld, heavy springs, debris, who knows?