I asked about the crank, rods and wrist pin position. I invited he visit this site and provide any info he has. Maybe I typed it wrong and will keep trying.
In any event, it appears I detuned my motor by using this crank. If this is true, then I will have to get a 903 crank to get back to where I started. That just means there will be a Z2 crank for sale at some point. Meanwhile the bike runs like a scalded cat and if I get my new piston, it will even be better. Like I said, no hurry.
OK,I'll try it again. I'm at my daughter's place 130 miles away. Just went for a ride. About half way there, the bike started cutting out. I stopped but couldn't find any loose wires, I didn't pull the tank off. Limped up the hill, it getting power then back to two cylinders again and again. Got here and chilling. I have a spare set of coils on the bike. The ones I'm using are late model KZ 1000, 3 OHM. I tried to find a resister at Radio Shack but they don't have large enough or too large. I may have fried them. I'll switch coils in the morning if I don't find a bad connection. It's embarrassing when the bike acts like this and when I stop, the vultures are watching.
Thanks, I'll try that. I haven't checked my plugs until yesterday on the road. They were dry and PURPLE? Must be the gas the Lib's force us to use. I checked the chart, no good gas for hundreds of miles around.
I was checking the sizes of the 903,1015 pistons cast and billet against the 750 piston. I just came up with more questions. I applied to the Z2 site, we'll see if I'm accepted. Maybe then I can get info from some of their members. I'll post pics of the pistons and my measurements with my caliper later today.
A coat hanger, or any straight piece of wire can answer the question. Pull the spark plug, put the piston at BDC, measure how far the wire comes up the plug hole for the piston to reach TDC. I would think the 903 Z1 could have been made into the 750 Z2 CHEAPEST by pushing out the 903 sleeves from their cylinder block, pressing smaller bore/thicker wall sleeves with the desired bore for the 750, changing the pistons, crank, and rods.
Should take about two minutes to end this argument.
I have a Ford 352 (FE series engine) that is the same as the famous 390 other than rotating assembly. Ford didn't mark the engines well, so the easiest way to know what you (should) have when you deal with the FE is to measure the stroke.
No arguement. I have a 903 piston and two different Wiseco 10.25/1 70mm pistons. I've measured them and will put up the comparisons to the 750 soon. The blocks are the same. It appears The pistons and crank are different. I'm in no hurry.