Here at BRG we have developed a reputation for building some of the faster SV650's and part of the reason is the parts that we make, and that the parts are as light as they are in second part. The engines that we build show a better power-to-weight ratio than others. We also offer a rebuilding service for these engines. We can take your stock SV650 from being a nice little street bike to being an absolute fire-breathing animal that just wants to tear up the asphalt. Last year we had an extremely successful season of racing with Will Fox in which he won every 650 Twins class that he entered and on top of that set a new track record at Thunder Hill Raceway of 1:56:17, smashing the old record by just over a full second. The Dyno graphs below show where Will's bike was when he first came to BRG and when he was racing. Also just for fun, the very bottom graph is a stock SV650 with stock exhaust and stock air cleaner. When he set the new track record, as you can see, there were significant changes to the engine. The work that we do is not extensive as in expensive parts, but it's knowing where the horsepower is.
 
 

Here is a list of the parts that we use:

1
   1 mm over intake valves.
2
   BRG, proprietary intake and exhaust cams
3
   Zlock racing Pistons
4
   Twin works inner valve Springs
5
   Yoyodynet i slipper clutch
6
   BRG's lightweight ignition rotor
7
   BRG's lightweight and knife edged crank shaft
8
   1 mm over intake valves
9
   BRG, proprietary intake and exhaust cams
10
   Zlock 2 ring slipper style racing Pistons one mil over
11
   Twin works inner valve Springs 5 Yoyodynet i slipper clutch
12
   BRG's lightweight ignition rotor
13
   BRG's lightweight and knife edged crank shaft
14
   Web cam BRG specs
15
   Adjustable cam gears
16
   BRG porting full radius valve job

As you can see. It's not an extensive list, but all the parts go towards making extremely good horsepower and torque good as lead plaintiffs on paper but be careful for what you wish for. Now the list of work that we put into the motor.

1
   Balance and blueprint connecting rods and crank shaft so parasitic losses are minimized. The balancing consists of high-speed at about 14,000 and the assembly as a whole is balance to a 10th of a gram.
2
   Cryogenic cold treatment of all hard parts in the motor that would consist of crank, rods, pistons transmission gears, and clutch housing. Full radius valve job bowl blending and port work to the intake and exhaust.
3
   Calculating and setting compression to 13.7.
4
   Checking and setting intake and exhaust cams to BRG specifications.
5
   Break-in on the BRG Dyno and Dyno tune to it to fuels that have been selected.

This setup has proven to be extremely powerful horsepower-wise, yet still reliable. My feelings are that if we can get a motor to go for a full season then we've done our job. But these motors have been known to go for up to three years. Please remember that on the third year they usually say that they're tired by blowing up and catastrophic failures are expensive. My suggestion would be that at the end of the year, you have motor torn down and rebuild the critical parts to maintain reliability the cost for all this is $5000.

Carburetors would be extra.

Taking the motor out and putting the motor in is an additional cost.