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I haven't gotten it done yet. First, I'm having roller lifters fabricated to replace the flat tappet lifters. Baisley HiPerformance is doing that work.

Then I'll have a new cam ground to take advantage of the roller lifters (faster lift and seat, slightly longer open time). It'll also be ground to get rid of valve overlap. That'll hurt cylinder scavenging, but improve fuel efficiency. The custom expansionary exhaust I'll build will reflect a negative pressure pulse back toward the exhaust valve just before it closes (at 6500 RPM, the engine speed at highway speeds). Thus, the cylinder will have a partial vacuum locked in it.

When the intake valve next opens, that partial vacuum will help to pack more air into the cylinder by aiding in getting the air's velocity up.

Then I'll have a new connecting rod fabricated, with an offset big end. This will increase mechanical efficiency on the power stroke and reduce piston side-loading force. The new rod will be stronger than the OEM rod, so I can extend the rev limiter from 9,200 RPM to 11,000 RPM without worrying about sending the connecting rod through the crankcase.

I'll order a new OEM crankshaft, and have it and the connecting rod cryogenically treated, micro-polished and coated with tungsten sulfide. That'll make the metal less prone to stress fracture, and reduce friction.

After that's all done, I'll have it balanced. Then it'll go in the bike with the hybrid ceramic bearings I ordered from MicroBlue Bearings.

Along with the new crank and conrod, there'll be the new head with roller lifters, a new piston, and a new cylinder.

The new head will have the combustion-chamber-facing parts of the head and the exposed parts of the valves coated with ceramic by Swain Tech Coatings.

The piston will get WPC treated all over, inside and out, to remove stress risers and form a hard outer layer in the metal. Then it'll get MicroBlue tungsten sulfide on the piston skirts. Then it'll get Swain Tech ceramic on the piston face.

The new cylinder will be WPC treated, then coated with tungsten sulfide to reduce friction. The piston will get a Total Seal gapless top ring, and will run the OEM oil control ring and second ring. The rings will also be coated with tungsten sulfide.

That should make the engine run much more smoothly, give it more power due to lower friction, increase fuel efficiency and make it last much longer. But an active balancer would make it butter smooth.

I might have to end up making my own... I'll have to source mercury... it won't take a lot, just 15 milliliters, which would weigh about 200 grams. That should be plenty to balance our small engines.

I suspect they manufacture the whole thing, balance it, drill a tiny hole on the inside of the tube, inject the mercury with a syringe while the tube ring is positioned such that the hole is horizontal, then seal up the hole by brazing. Hold the tube vertical with the hole at the (inside) top, the mercury goes to the bottom of the tube, so no mercury fumes while brazing. When it's spinning, there's no interaction between the brazed hole and the mercury, since the mercury is flung to the outside of the tube, and the brazed hole is on the inside diameter. Thus no possibility of leakage.

Okay awesome man thank you. I hope its in the 700$ range...

I would think that a 3' intake runner would give you some really slow throttle response and jetting it might become a nightmare. Just a thought on the drivability of the thing. Just a thought.