That is something I might do and will consider. There are two oil pumps on these bikes. The rear one is very important. It is connected to the oil pressure bleed off valve, oil pressure idiot light, crank, rods, squirters, and cam bearings. The front pump sends lube to the tranny shafts and it circulates lube to the oil cooling system passages. I can tap into the front pump and cause no pressure drop in the most vital rear pump system.
The pistons were set up with 0.004 clearances. The piston diameter is 3.54 inches and that is not unreasonable. These short and fat pistons confuse me. It seems some clearance is needed for the wide guys to expand when they get hot, and at the same time, they need tight skirt clearances to keep from rocking. The rocking was at TDC. The outlines of the piston skirts were visible on one side of the bores. All of this did not help the ring sealing and it might be one reason of several for this year's slowness.
Years ago I ran forged pistons in another motor. A guy told be to count up from "one alligator" to "20 alligators" before I took off on a cold engine. This warms the pistons so they expand, he said. He also said to take it easy for the first mile. It no problem on the street and a challenge to do during a race.
The 865cc barrels and pistons were sent south a week or two ago for triumph performance to look at before they set the clearances for the 994cc jugs and slugs. A asked for "street clearances." To make this tight clearance work with no seizing I am accepting some self imposed limitations. Modified Triumph rods with oil squirters will be used. The 7,500 rpm target rpm and 8,400 rpm red line will be unchanged. I will run the cooler burning 110 octane leaded on the salt rather than the 100 octane unleaded. I will stay with the relatively mild #813 cams for now.
This is the big long term plan. It is major work to pull the engine. The head and cyls come off relatively easy. This is an DOHC setup and all of the go fast stuff is on top. The Carillo rods are top loaders and I will see if the Triumph rods can be changed to this configuration. This allows me to check and renew the critical rod big end shells with the engine in the frame.
The 994cc engine will be the race top end that has the mongo cams, monster valves, loose race clearances, and the Carillo Rods. The street top end will have the standard 790cc pistons, cams, the ported head with 2mm larger intake valves, and the tighter clearances.
The big issue now is finding an expert to mutilate a set of Triumph rods into some mild duty racing ones.