The first iteration of this website appeared in late 2014.
I had an '82 chain-drive and wanted to go fast.
I looked around and there was nothing designed for these bikes.
I saw that Viragos are almosat identical internally and decided to branch out.
I looked around. Pistons were made to order and cost as much as a thousand a pair.
And they weren't shaped right for real power.
Cams were a little better, but the specifications were too short and too low.
I pulled together some cash and created Big twins LLC.
Acquiring all the documents took some work and some visits to city hall and the tax board.
I sent thick slabs of documents to every vendor and manufacturer I could think of.
Most wanted me to send them pictures of my store; inside and out.
My inventory is on racks out in the driveway under a tarp.
Needless to say, most vendors gave me a pass.
I did take a buch of pictures of a friend's dyno room and work area for limited distribution.
As a result, I believe that I am the only one-man merchant for ProCharger, Athena USA, and some automotive concerns.
I drew sketches and made molds. I sent pistons and rods out. I calculated airflow against cam timing and lift.
I got some good responses. Business grew and I found that most of my sales were overseas.
For the TR1, a motorcycle I have never seen. But airflow is airflow; the calculus is the same.
A year or so ago, my piston supplier was absorbed by another concern.
Suddenly I had to tell people that I lacked the heart of high performance and sales disappeared.
I approached some manufactureres and told them I had no store,
but I sold all over the world and dared them to supply me.
Two took me up. Working from samples of stock and modified pistons, they offered their products.
Two years ago piston kits were five hundred dollars a pair. Now the cheapest is almost seven.
Business has restarted, but slowly. Where I was selling two to four sets a week,
I now see a set a month. It astonishes me. There are many bikes that are in my realm.
I am the only source for specially designed goods on the planet for these bikes.
This is a last refuge for those seeking performance for their '80s vintage XV series bikes.
The site bigtwins.org provides what knowledge that I am able to produce on a as-time-is-available basis.
Clicking the yellow title at the top of each page takes you back to the landing page;
clicking the banner there takes you to the information site, as does clicking either of the enngine logos.
If a page has a subtitle, clicking that refreshes the page and probably will bring up a new background.
I toy with a login feature, but frankly see no need for it.
I have a small program that tells me the local time and location of each visitor.
I noticed that about half the visits were from China.
No version of the Virago was sold there. I added to the location program
and if the visitor is from China, they are presented with an error page and denied entry.
Maybe this is overly paranoid. But what are they looking for?
I probed performance parts for the mega-cruisers: the XV1900, the M109R, and the Thunderbird Storm.
Indian and Victory are well covered by Lloydz.
The site gets many visitors, but I have yet to get any queries.
The major problem is that every Double Liter twin needs portwork to perk it up.
This is _very_ expensive and labor-intensive both for the portsmith and the mechanic (usually not the bike's owner).
I suppose that stock power is enough for the riders.
What can I say? I like to have power from idle up past redline.
A ten second twin is a real kick in the pants and a true fooler for the competition on their hyperbikes.
The rubber tensioners and slippers inside the cam chain tunnels have -- or supersede to -- the same part numbers on all 700 and larger
XV engines, On the external plunger, the numbers tell the same story, except: the black units are different, but inter-changeable;
the RH/RJ model has a different number (which is now discontinued), yet the other plungers work in them without problem.
During assembly, or whenever you must adjust cam-timing, the fixing screw on the plunger must be turned counter-clockwise as far as it
will go. This draws the bar that actually contacts the rubber tensioner back into the body. The plunger is then installed;
the cam timed and secured; then the screw is released, and the bar pushes out to the tensioner as far as it can; the chain is tensioned.
As the chain stretches, or the tensioners or slippers wear, the bar extends further to maintain pressure against its tensioner.
It retracts ONLY if its retraction screw is turned. It is not dynamic; it is not lubricated by the engine's
oil supply. Internally, there is very little: a clock-like spring and a coil spring bearing against the bar. It is not serviceable
except that one can soak it in oil whilst giving the screw a few twists. If it fails, the bar remains in the extended position,
and it will prove difficult to re-time the cam. It is best then to replace with a stock assembly: good used units are plentiful and cheap.
These are out of a '90 Virago 1100. Checking part numbers, we find that they fit ALL XV series
models, 700 through 1100, '81 through '98.
One of the tensioner slippers has been discontinued; it is necessay to buy two of one of them and drill a notch on the plunger rod.
Last Modified: Mon => 03:00:11 AM PST - 09 Dec 2019 America/Los_Angeles