Willy, that is nice to know and thanks for telling me. This tire will never see 200 mph but I feel good knowing that it can do it. A good quality tire.
Franey, spoke wrapping is something I always did with my dirt racing bikes. I continue to do it on the Triumph. Factory spokes on the rear wheels of these bikes are not the most reliable. They are known to break and the tie wraps keep them from flopping around if they do. These spokes are heavy duty ones from Buchanan Wheel in Azusa and they should not break, but I tie them anyhow.
We look down a two stroke's cylinder. We see that the piston does not start to compress the mixture until it passes the port tops during its upward movement. A similar thing happens with four strokes, to some degree. The intake valve is open at bottom dead center and it does not close until after the piston has started to move upward. The four stroke compression ratio that considers the timing of the intake valve closing, along with the engine's bore, stroke, and connecting rod length is the dynamic compression ratio. I never figured out how to do this using pencil and paper. Fortunately, now we have on-line calculators. My favorite is at
www.rbracing-rsr.com. It also considers the effects of altitude.
The intake valve on the #813 cam closes at 49 degrees after bottom dead center (ABDC). This figure is shown on the cam data sheet. The intake valve closing on the original 790cc cam is not given in the cam data at the 0.050 inches lift value we use in the USA. It is listed at 1mm lift. It takes a bit of figuring to determine the closing. Charts from previous posts are used and the 790cc intake valve closes at 37 degrees (ABDC) at 0.050 inches lift.
Experience with my 305 Honda Superhawk and BSA Spitfire showed me that putting a cam in an engine with a longer duration, alone, gives mixed results. The engine runs great when the engine is "on the cam" and it is a bit dull and lifeless at the other engine speeds. This is not good for a street engine built for top end power. The engine will spend the majority of its life running in the doldrums below the speeds where the cam works best.
Lessons are learned. Now I pay a lot of attention to dynamic compression ratio. The 790cc engine had a 8.6 to 1 dynamic compression ratio at near sea level altitudes as shown in the table. The 865 cc 9.1 to 1 cast pistons with the #813 cams would give me a lower 8.0 to 1 ratio. Not good. This would give me the same problems I had with the Honda and BSA. I sent the cast pistons back and ordered the 865 cc 10.5 to 1 forged pistons. Now I have a higher 9.2 to 1 dynamic compression ratio. This will give me more performance than the standard motor at all engine speeds.
The affects of altitude on dynamic ratios are for another post.