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What're the chances that a 600ss engine would fit in my 98' m600? Would it need any or much modifications? Would the mounting holes line up at all?
 

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it'll fit, but it's a single phase alt engine and the cases are 5mm thinner at the mount bolts so you need to fit the earlier spacers.
 

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with a 620 it'll no longer be lams, although if you carburate it it might be slower.
 

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learner approved motorcycle scheme. what they replaced the old "up to 250cc" system with. up to 660cc, and a given power lever per kg. 600 fit in easily, 620 don't. there was a restricted 620 available for a while, and they made/make an m659 (both 696 and 797 style) that has a shorter stroke crank and about half throttle opening. they still go pretty well. triumph make a 660 street triple for au/nz with a shorter stroke, yamaha make a 660cc variant of the mt07 too, as the normal mt07 is larger than that.

600 had about 48hp, 620 60hp on the dyno i used to use. 620 is much faster, although put some long manifolds on it and it'd choke i expect, like the carby 800 you did.
 

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Do they dyno the bikes to know that you have hot rod parts inside your cases or is it a fairly quick transition to the next size allowed by your overlords? ;)

Yes the long manifolds did cost top end and peak power but this was more than made up by the increase in Hp under 7000rpm as well as overall torque output. A 620 with long manifolds might still fit in with Hp just between the two as well as greater torque than a 620 right in the mid range. I had thought our 600m was just a 620 with carbs but it seems to be something different.
 

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Engine / Model​
Bore x Stroke​
Inlet Timing​
Exh Timing​
Duration — I/E​
Valve Dia — I/E​
Valve Lift — I/E​
Throttle Dia / Type​
620​
80 x 61.5​
12/55​
58/24​
247/262​
41/35​
9.88/8.9​
45/Inj​
600​
80 x 58​
12/70​
56/25​
262/261​
33.5/30​
9.35/8.5​
38/Carb​

620 has the valve sizes of the 750, so it makes 750 power nearly with much earlier inlet valve closing. i think that bit would hurt it carbied. i ran the 620 cams in my 400 (same valves, cams as 600) and it helped the middle and hurt the top end a bit. the 600 is actually an enlarged 400, not the earlier 600 pantah.
 

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My 750ss carby currently has a 620 bottom and heads with 750 pistons and cylinders as well as the 38mm carbs from the 750. It makes the same power as my carby 750 motor did and about
the same as a 620 at peak (due mostly to the 620 making power at a higher rpm with short manifolds). Yet the 620/750 thing makes a good 8-12rwhp from 3000-7000rpm over the 620 injected.
Granted the bigger bore is some of that gain but I would bet the 620 carby would have a good benefit in the same rev-range but be done by 7500rpm so maybe down 10% from there up . It might depend mostly on if you spend most of your time above 7500rpm or below it as to which is better.
 

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in your dreams - above 7,500 all the time. in reality - 4 to 5,000. my 400 goes to 11, but i just can't hold it open over 8,000, makes my skin crawl.

i've been thinking of sending a 600 and 620 piston to cp and see if they can make a 620 style piston with 600 compression height and weight that would be a drop in for 600 with 620 heads. i get asked about it quite a bit, plus they'd probably work for 600 pantah. are you a cp dealer?
 

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I have not ordered Cp pistons but IIRC they are part of another company I am set up with.

We saw the 600 so little here it is not something I would expect much of a market for over here there is even little interest in building 620's due to a transplant gaining more with less work as well as there being no reason not to unless you need to fit a race class.
 

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i don't understand why they didn't take the 600 to the usa before 2000. seemed to sell well everywhere else from 95.
 
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