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Discussion Starter · #1 ·
So I recently blew my motor on my R6 due to wrist pin failure. since I have to split the case anyway to do the repair, everything else is in good condition, I was wondering if I should go with the Wiseco 636 69mm Kit or the Wiseco 599 67mm stock Kit. I mainly use the bike as my daily and I don’t want to have any reliability issues, but I also take it to my drag strip almost every week. I know with the 636 Kit I have bore the motor and do a couple of other things but I’m just trying to see which one would be a better option for what I’m using my bike for when it comes to reliability. (I know the 599 Kit will be more reliable because it doesn’t deal with boring the motor, but I’m trying to see if the 636 Kit will fail after 10-15k miles after install). If anyone knows or have any input/suggestions I’m all ears.
 

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Never needed to rebuild an engine so won't be able to help you. But more reciprocating weight implicitly adds more stress. When engineers add weight, I assume they make other changes in order to maintain some sort of MTBF spec; with lubrication, metallurgy and/or operating temp.

If you're not adding reciprocating weight then I don't see any changes to reliability; other than the quality of the parts that go in.

With added reciprocating weight, you may be able to offset for reliability by capping the RPMs below stock levels.
 

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YZFR6... ooodles of HP
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I find it very low that an engine above idle could lose a wrist pin and suffer no damage. However, these cylinders are nikasil coated which adds to the boring/honing cost. New pistons and rings should be placed into bored cylinders. If you want reliability you need to bore to restore cylindricity and roundness, and giving the maximum ring seat comoression. Any "deglaze" and re-ring with same pistons to their bores can give decent compression for a while in low stress engines. High hp high revving are high stress, so don't expect many miles cutting corners. My zx9r has 49k miles and still had 225 psi in all 4 cylinders!
 

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Discussion Starter · #4 ·
Never needed to rebuild an engine so won't be able to help you. But more reciprocating weight implicitly adds more stress. When engineers add weight, I assume they make other changes in order to maintain some sort of MTBF spec; with lubrication, metallurgy and/or operating temp.

If you're not adding reciprocating weight then I don't see any changes to reliability; other than the quality of the parts that go in.

With added reciprocating weight, you may be able to offset for reliability by capping the RPMs below stock levels.
I find it very low that an engine above idle could lose a wrist pin and suffer no damage. However, these cylinders are nikasil coated which adds to the boring/honing cost. New pistons and rings should be placed into bored cylinders. If you want reliability you need to bore to restore cylindricity and roundness, and giving the maximum ring seat comoression. Any "deglaze" and re-ring with same pistons to their bores can give decent compression for a while in low stress engines. High hp high revving are high stress, so don't expect many miles cutting corners. My zx9r has 49k miles and still had 225 psi in all 4 cylinders!
thx for the info brother!!! I really appreciate it
 
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