11:1 compression you REALLY need to be running race gas (110 octane).  I my previous SxS had a built 11:1 compression motor and while it would run ok on 93 octane pump gas it showed a REAL loss in power doing so.  On 110 it really woke it up.  Now while i love the smell of race fuel burning and wish they made cologne scented that way LOL....at ~$8 per gallon at the pump and $10-15 per gallon in the 5 gal cans at your local bike shops it makes running them MUCH more expensive. Your talking a minimum of 4x the price of just fuel.  On top of that when you travel with it you HAVE to carry fuel with you or risk ruining your motor.  Or at least race gas mix in the small bottles and that still ends up costing you about $12 per gallon.  I agree that the clutching can be overcome BUT also it would be REALLY nice to have a dealer backing you up on this and at least sell you parts you break while sorting out all the problems at cost.  When you start shredding belts at ~$150 each and wet clutches at ~200 (im guessing prices and dont know the actual on these machines) it gets expensive.  To top that off you may go through 2 or 3 of each before you figure it out fully. 

I guess my point is that its not just "toss in bigger bore parts and your good to go"  99% of the time when you up the HP like that then you will have to upgrade other parts to hold it together.  Axles seems strong in these and thats good.  Guys are running 30's and not blowing them apart so i think they would hold the HP because 30's vs 26's %wise is about the same % of HP you are going to go up.  I think the real work would need done with the clutching.  I am friends (and have stayed at his house several times) with James Davis the guy who owns JBS performance.  He does A LOT of Yamaha clutches and Kawasaki.  There isnt a massive difference in them either so if it comes to it I will drive out to WV and he and I will work on the clutching on the CF Moto.

Considering the new 1000 used the exact same chassis and drive train as the current Z8, it seems drive line upgrading isn't necessary.

I believe the old Rhino 660s were 11:1 (or close to) compression and called for 91.

I was told by Hendershot performance in Ohio it couldn't be done.

BUT now I'm curious about what the new 1k is. Is this a modified Z8 block, or is it "based" on the Z8 block. Modified would mean us Z8 owners could just by the cylinders, pistons, and head assemblies and convert to a 1k. Otherwise we are back to a no go on any sort of "big bore" kit

Just letting you know, the 1000cc will be avail...

I cant say much more at this time and cannot release pictures...

But we are all exited about it...

I'm curious if anyone would be interested in a big bore kit?

So far, I'm getting very little from CFMoto regarding the possibilty of a 1000cc for 2017, and in reality, that doesnt do anything for us current owners anyway.

I have a small stock pile of cylinders which I could bore and send out to have them Nikasil lined.

JE Pistons was more than willing to make an oversized piston, and do what ever compression ratio I wanted. Obviously the more I run, the lower the cost per piston.

At this point this is all just an idea, but it could very well be a possibility if I thought I had enough interest in them.

Mr. RPM makes an 840 kit and a 975 kit for the CanAm 800s, so most likely I'd say go 975cc to make it worth the $$.

Would anyone go for this?

Note, in order to do this, you will absolutely HAVE to go with an EFI controller in order to adjust the AFR, and go with a high flow exhaust and intake.

Most likely, I'd stick with stock compression, since we'd already be putting a little bit more stress on the motor with the larger pistons. If I were to go High compression, I would only go high enough to where premium would be required. Needing anything higher would make the kit impractical.

The other reason to go stock compression would be to leave the possibility of having a turbo put on.

Would love some input on this!

Has anyone figured out if we can re-jug the 800's to a 1000?

Can Am piston pin 20 mm and CF Moto Terralander 800 cc piston pin 22 mm.
Power Commander 5 gasoline and fuel and dual autotune.
More power and RJWC piping is not suppressed, it is hard sound. I have a motorcycle muffler, ok.
you can raise the PRM 8500- 9000 code Power Commander Technical Support.
To get around now for more  8500 ...
The water pump broke and the machine broken, look pictures.
Where the EU from cheap parts CF Moto or another country.
Finland expensive to buy anything.

I'm in the process of stripping mine after a suspected big end failure, my pistons look the same as yours and I think the crank journal does as well, mine overheated some months ago when the temp switch failed

The compression you can run on 93 depends on chamber and piston design.  Hemi type design can run higher compression on lower octane fuel because there is virtually no quench area,  not as good at mixing air and fuel but you can run higher compression.  This is why some engines can run over 11:1 on pump gas while others will ping or possibly detonate at 10.5:1 on pump gas

Could the std cylinders be bored out and how much would we need to increase the bore to get a reasonable cc increase ?

[2015 Z Force 800 53/Trail EPS]

Could the std cylinders be bored out and how much would we need to increase the bore to get a reasonable cc increase ?

I remember one member saying that CFMoto told them that the bores were very thin to start with and even boring for oversized pistons was an issue. This is why I think they must have modified the case for a larger bore on the 1000s. As for thickness you actually have yours off and can measure.

Could the std cylinders be bored out and how much would we need to increase the bore to get a reasonable cc increase ?

I remember one member saying that CFMoto told them that the bores were very thin to start with and even boring for oversized pistons was an issue. This is why I think they must have modified the case for a larger bore on the 1000s. As for thickness you actually have yours off and can measure.

The hard steel liner is only around 2.2mm thick

[2015 Z Force 800 53/Trail EPS]

Could the std cylinders be bored out and how much would we need to increase the bore to get a reasonable cc increase ?

I remember one member saying that CFMoto told them that the bores were very thin to start with and even boring for oversized pistons was an issue. This is why I think they must have modified the case for a larger bore on the 1000s. As for thickness you actually have yours off and can measure.

The hard steel liner is only around 2.2mm thick

Wow...really...that's pretty thin.

Picture shows the width of the hard liner (inner dark ring)

[2015 Z Force 800 53/Trail EPS]

I would guess it would depend on minimum thickness.. and availability. But this be what they did to get to that 1000cc bore. Wish someone had one to see.

its most likely a different cylinder. Instead of boring the 800's out, it would just be nice if the 1000 cylinders (and most likely the heads) matched up to the 800 bottom end. That way you could just buy the cylinders/heads and slide them on. If the 800 heads would actually fit on a 1000 cylinder, you could prob get more horses than what the 1000 has with a port and polish.

Your assuming that the crank and rods are the same and would fit.  That is a tall order to ask that 2 different engines be completely interchangeable with their internal parts.  And not very likely also.

I think you could do that with a sportster 883, pistons and jugs and you had a 1200.

You may have been able to....but Harley is not exactly known for their innovation and reliability.  They are great at converting gasoline to noise without the byproduct of HP though LOL. 

Im just saying I wouldnt count on that working.