Made In America | Revolution Performance

13 One of the first things Revolution does is rough cut the bore. They start at the bottom by centering the bore, then make a rough cut half way up the inside of the cylinder. They then flip the cylinder over, center the bore again, and make a rough cut from the top all the way down through the bottom. This process ensures that the rough-cut bore is centered in the cylinder.

14 Here is a comparison of a raw cylinder (right) and one that is further along is the machining process (left). At this point, the cylinder on the left is pretty much ready for the NSC plating process.

15 I wanted to know the difference in weight between a raw casting and a cylinder once the majority of the machining was done. The raw casting weighed 11-1/4 pounds and this nearly finished cylinder weighed 8-1/2 pounds.

16 Revolution is very protective of its NSC plating process so they asked that we don’t show any pictures. Basically the process consists of a series of acid and water bathes and then the cylinders are placed on fixtures and dipped into tanks for the NSC plating. The thickness of the plating depends on how long the cylinders sit in the tanks. Here is a cylinder that has come out of the NSC process. After plating, the bore gets rough cut to 0.002-0.003 of the final bore size. Due to the hardness of the NSC plating, diamonds are used to finish the bore during the honing process.

17 Revolution offers its cylinders in either all black powdercoat, black with highlighted fins, or silver. They have a powdercoating facility in-house to handle all their black powdercoating needs. Here we see black being sprayed on a cylinder before its goes into the oven.

18 This is a black powdercoated cylinder with highlighted fins ready to be boxed up and sent out the door. According to Revolution it takes them about three days to create a cylinder from raw casting to ready-to-ship. Revolution offers bolt-on Big Bore 98-inch kits for ’99-06 TCs and 107ci kits for ’07-later TCs, as well as a host of other performance kits.

19 Revolution has an engine dyno room, which it uses for R&D. It also used this room to develop its new Precision Engine Management System (EMS).

20 Around the corner from the engine dyno is another R&D room with a Dynojet 250i motorcycle dyno. Here we see one of the engineers running a bike with the Precision Engine Management system on it. This room is used for real-world testing on the new EFI system.

21 Revolution’s new EMS is available for ’04-later Twin Cam motorcycles and according to Revolution, it is a self-optimizing system that once installed, adjusts almost instantly with very little further adjustment and provides improved throttle response and improved mileage. The EMS utilizes the factory ECU and is an adaptive learning system that will self-adjust when you upgrade other parts on the engine. It’s easy to install and requires no laptop or dyno tuning.