Thanks for the update, kennedy. Do you have an approximate price, just to give everyone thats interested an idea of what it'll cost them?
New Big Bore Blaster Kit
- Thread starter Kennedy_Power
- Start date
very well said, phragle.
most race gases are leaded as well, which also helps to dissipate heat.
most race gases are leaded as well, which also helps to dissipate heat.
R-TECH Racing Fuel Specifications
R-Tech Racing Fuels are blended by Engine Research Company (ERC) exclusively for Racing Technologies, Inc. ERC is known has the top fuel blending company in the USA with over 35 years in the business under the same ownership. Racing Technologies, Inc. is a division of Ricci Motorsports, headed by Gary Ricci, with over 15 years experience building, tuning and racing motorcycles. R-Tech fuels have been tested and developed by some of the best motorcycle tuners in the USA with always the same result, out performing the competition. The current 3 products offered are all High Energy, Power Producing fuels. Designed for the Powersports industry and available at your Powersports Retailer. Put some in your tank…you will feel the Advantage!
Pro v.1
4 stroke specific. This is the AMA legal Supersport fuel we have been selling to the AMA paddock for the last two seasons. Properly tuned, power gains are in the 4-8% range. Off corner acceleration is awesome. This is an easy to use product, if the bike has been tuned for pump fuel you can pretty much pour and go. However, there are definitely additional power gains to a properly tuned bike. Recommend running full strength.
Specifications
Octane R+M/2
96.5
Specific Gravity
.717
Color
Green
Oxygen by Mass
2.8%
Lead
Yes
Ordering Info
Container/Pro v.1
Part Number
5 gal. Pail
R301/5
16 gal. Drum
R301/16
55 gal. Drum
R301/55
Outlaw
4 stroke specific. As the name suggests, this fuel is not legal to run in AMA events where lead and high oxygen levels are not allowed. However we do not know of any other motorcycle racing sanctioning body that has a problem with it. Big power gains at a reasonable cost. YOU MUST TUNE FOR THIS FUEL. This is pretty much rocket fuel. Typically need to increase fuel flow by 6%. Can be cut with pump fuel to ease tuning or cut with R110 to raise octane number for very high compression applications.
Specifications
Octane R+M/2
98
Specific Gravity
.720
Color
Pink
Oxygen by Mass
6+%
Lead
Yes
Ordering Info
Container/Outlaw
Part Number
5 gal. Pail
R201/5
16 gal. Drum
R201/16
55 gal. Drum
R201/55
R-Tech Racing Fuels are blended by Engine Research Company (ERC) exclusively for Racing Technologies, Inc. ERC is known has the top fuel blending company in the USA with over 35 years in the business under the same ownership. Racing Technologies, Inc. is a division of Ricci Motorsports, headed by Gary Ricci, with over 15 years experience building, tuning and racing motorcycles. R-Tech fuels have been tested and developed by some of the best motorcycle tuners in the USA with always the same result, out performing the competition. The current 3 products offered are all High Energy, Power Producing fuels. Designed for the Powersports industry and available at your Powersports Retailer. Put some in your tank…you will feel the Advantage!
Pro v.1
4 stroke specific. This is the AMA legal Supersport fuel we have been selling to the AMA paddock for the last two seasons. Properly tuned, power gains are in the 4-8% range. Off corner acceleration is awesome. This is an easy to use product, if the bike has been tuned for pump fuel you can pretty much pour and go. However, there are definitely additional power gains to a properly tuned bike. Recommend running full strength.
Specifications
Octane R+M/2
96.5
Specific Gravity
.717
Color
Green
Oxygen by Mass
2.8%
Lead
Yes
Ordering Info
Container/Pro v.1
Part Number
5 gal. Pail
R301/5
16 gal. Drum
R301/16
55 gal. Drum
R301/55
Outlaw
4 stroke specific. As the name suggests, this fuel is not legal to run in AMA events where lead and high oxygen levels are not allowed. However we do not know of any other motorcycle racing sanctioning body that has a problem with it. Big power gains at a reasonable cost. YOU MUST TUNE FOR THIS FUEL. This is pretty much rocket fuel. Typically need to increase fuel flow by 6%. Can be cut with pump fuel to ease tuning or cut with R110 to raise octane number for very high compression applications.
Specifications
Octane R+M/2
98
Specific Gravity
.720
Color
Pink
Oxygen by Mass
6+%
Lead
Yes
Ordering Info
Container/Outlaw
Part Number
5 gal. Pail
R201/5
16 gal. Drum
R201/16
55 gal. Drum
R201/55
its not so much the octane number that makes power, there is not a blaster anywhere that needs 110 octane that is a rider, 300 foot maybe there is alot more to fuel than the octane number or how it smells
I dont think nascar ever ran an air cooled motor, thats what it is an air cooled motor, and they cannot stand the heat for any length of time and compression builds heat you are not gonna run an engine with alot of comp. hard for a long time it is what it is
try desert racing, several hours, high ambient temperatures, extended wide open running and EGT tunning. jet for the morning (as the air temp warms the jetting will richen slightly) egt for 1275/1300 WOT. race gas is a necessity
The octane ratings in the fuel you listed are both under 100
I was backward on my specific gravity thinking...it's been along time since I thought about it.
UNDERSTANDING SPECIFIC GRAVITY
Specific gravity is the ratio of the mass of a liquid to the mass of an equal volume of distilled water at 64° F which is represented by 1.000 Specific Gravity on a fuel chart. Most fuel suppliers can offer the specific gravity number of a fuel. Should the fuel not match the specifications supplied, it might be contaminated fuel which could cause poor performance.
Specific gravity MUST always be referenced to a particular temperature reading. The specific gravity of a liquid decreases with a rise in temperature or increases when its temperature is lowered. Testing the specific gravity of a liquid will not identify its contents. it is only the measure of the weight of the fuel vs. distilled water. Methanol is commonly contaminated by water – which is heavier than the fuel. Checking the specific gravity allows the purity of the fuel to be referenced. When contaminated with a lighter or heavier specific gravity element, the final specific gravity reading will be lighter or heavier than the originally tested weight depending on the contamination of the fuel and the temperature reading.
WHY CHECK THE FUEL?
Combustion engines perform best at only one air-fuel ratio, and the ratio is determined by the weight of the air/fuel mixture. Since all carburetors and fuel injection systems meter fuel by volume, a jetting change must be made if the specific gravity of the fuel changes for any reason. This change will adjust the volume to keep the weight of the fuel going to the engine consistent. For instance, if the specific gravity of the fuel increases by 4%, then the volume of fuel put through the carb/injector system must be decreased by 4% to keep the net weight going into the engine consistent.
Many racing facilities and sanctioning bodies use the VP/Kinsler Fuel Analyzer Kit (sold by any VP distributor) to ensure the legality/accuracy of the fuel per any fuel rules the body might have. Alternative methods are available, but they can be cost prohibitive and time consuming.
OCTANE
Octane is a unit of measurement used to rate a fuels ability to resist detonation. Detonation (spark knock or “ping) is the tendency of the fuel to explode violently in the engine rather than burn smoothly at the precise moment when combustion occurs in the cylinder of the motor. If the fuel detonates, the pressure in the combustion chamber rises so fast and high that it is like beating on the top of the piston with a hammer – this is the primary cause of piston, rod, and bearing failures. The higher the octane rating, the higher the resistance of the fuel to detonate. Racing fuel is blended to provide additional octane rating, not necessarily more energy. In fact, all grades of fuel have about the same amount of energy per pound. Increasing the octane can help produce more power since more compression or spark advance is necessary to achieve the optimum performance level with that fuel. Too much octane, however, can slow the burn rate of the fuel causing a loss of power.
FUEL COMPARISONS
There is a big difference in specific gravity between various brands and grades of fuel, often even between two batches of the same brand. The typical range of premium automotive pump gas is .730 - .760 specific gravity rating. Aviation fuel is .680 - .720. Some unleaded racing fuel is as heavy as .790. Many blends of pump gas can often contain as much as 10% ethanol – measuring in a much heavier specific gravity range.
For Example: Unocal 76 Unleaded Racing Fuel - .788 Specific Gravity @ 59° F.
Unocal 76 Leaded Racing Fuel - .728 Specific Gravity @ 59° F.
METHANOL (ALCOHOL)
The specific gravity of pure methanol is .792 @ 68° F. Methanol, methyl alcohol or wood alcohol (CH3OH), is usually made from natural gas. It was first discovered in 1823 by the method of condensing hot gases from the burning of wood. It has been the fuel for Indy Cars since 1965. Methanol has the ability to absorb water, even right of the atmosphere. Keeping your fuel sealed will help prevent contamination. Adding water to alcohol will increase the specific gravity reading of the fuel. High levels of water contamination will cause the alcohol to get a cloudy haze in it. Loss of engine performance will typically occur before the contamination reaches these levels. Fuel should be checked with a hydrometer before using the fuel, possibly as you get you fuel from your supplier, just to avoid any problems. Methanol is extremely corrosive to aluminum and magnesium, so, great care should be taken to keep this reaction to a minimum. The fuel system components should be constructed of materials that do not react with methanol (stainless steel, brass, etc) or they should have a protective coating. Methanol also crystallizes when it dries and this dried material does not readily dissolve. The fuel system will need constant attention in this instance. When the methanol-burning vehicle is not in use, the fuel should be drained from the fuel system. Flushing or “pickling” with regular gasoline is a common practice to flush the system.
ETHANOL
The specific gravity of ethanol is .815 @ 68° F. Ethanol, ethyl alcohol or grain alcohol (CH3CH2OH), is a liquid derived from corn or other grain, other agricultural products or agricultural waste. Because ethanol is corrosive (due to oxidation), the same preventative maintenance as methanol must be utilized to protect the fuel system components.
In the 1880’s, Henry Ford built one of his first automobiles – the Quadricycle – and it was fueled with ethanol. Early Ford Model T’s had a carburetor adjustment that could allow the vehicle to run ethanol fuel that was produced by local farmers. Ford’s vision was reportedly to build a vehicle that was affordable to the working family and powered by a fuel that would boost the rural form economy. However, in the past, due to various reasons, any alternative fuels other than standard gasoline were suppressed. Today, we are seeing the return of alternative fuel vehicles.
NITROMETHANE
The specific gravity of pure nitromethane – nicknamed “nitro” is 1.139 @ 60-70° F and is chemically CH3NO2. The specific gravity of pure alcohol is .792 @ 68° F is obviously quite different from nitro. It is simple to determine the percentage of nitro in alcohol by measuring the specific gravity of the mixture. Adding nitro to alcohol will increase its specific gravity. A chart can be set up to show the percentage of nitro vs. specific gravity (as supplied with the fuel testing kit available from VP Racing.)
The procedure is only slightly complicated by the fact that temperature affects the specific gravity, since any fluid expands as it is warmed, and therefore has a lower specific gravity when warming occurs. For example, a 60% mixture of nitro and alcohol heated, we know that the mixture is still 60%, yet the specific gravity is decreased when this happens.
Some brands of nitro hydrometer kits are sold without a temperature correction table. Errors of up to 5% can be common if not temperature correction is used. For best engine performance, the nitro percent mixture should be kept within one or two percent of what the engine was specifically tuned for.
NOTE: Mixing nitromethane fuel with alcohol creates a mild endothermic reaction which absorbs heat from the mixture, thus, cooling the mixture (opposite of most reactions, which usually give off heat). The maximum affect is with about 50% mixture, which cools approximately 15° F.
DETERMINING JETTING CHANGES FOR DIFFERENT SPECIFIC GRAVITY READINGS
Since the specific gravity of a liquid decreases with a rise in temperature, specific gravity must always be referenced to a particular temperature. The accepted standard is 60° F.
However, since it is not always convenient to measure a liquid at 60° F in the field, a chart has been compiled to allow the specific gravity to be measured at any temperature, and then corrected to a 60° F reading. The chart is included when you purchase a fuel testing kit from VP Racing.
Example: at 90° F, the specific gravity reading of standard gasoline is .747. However, to compare it to the specific gravity reading at 60° F, the chart will indicate the number is .760. This is how you can read the chart to make sure your fuel readings are as accurate as possible.
Procedure for adjusting jetting from one type or batch of fuel to a new batch:
Measure the specific gravity of the “previous/old” fuel and note the jetting size that performed best with that fuel.
Measure the specific gravity of the new batch of fuel.
Calculate the percent difference between the previous fuel and the new fuel:
If the new fuel checked at .712 and the previous fuel at .736, the difference is -3.26%.
Jetting correction for the new fuel
Calculate the area of the old main jet and increase or decrease them by the same percentage found in the results above. Larger jets are richer than smaller ones.
i. [Old jet area = (old jet area x % from step 3 above] = new jet area required to obtain the same performance with the new fuel.
ii. Sign (+ or -) is the opposite of the sign found for the % in Step 3 above.
PROCEDURE FOR OBTAINING SPECIFIC GRAVITY READINGS
1. Hold the glass cylinder almost horizontal; place the hydrometer and thermometer into the glass. Slowly bring the cylinder to an upright position while jiggling both meters to allow them to fall to the bottom.
2. Fill the glass cylinder to within an inch of the top of the fuel sample. This will cause the hydrometer to project out of the top of the glass for easy positioning with your fingers.
3. Place the glass in a shady area. Wait a few minutes for the temperature to stabilize.
4. Carefully sight across the bottom of the meniscus and read the hydrometer. The hydrometer muse be floating freely when you read it – not in contact with the glass cylinder or your fingers.
5. Hold the thermometer up so that the bulb on the end is at about the middle of the part of the hydrometer that is submerged in the test fuel. Read the temperature.
6. Note that you now have observed the specific gravity of the test fuel. To find the true specific gravity of the fuel, you must use the temperature correction chart supplied with the fuel test kit. Go down the column that has the heading temperature that is closest to the one you observed until you come to the specific gravity you observed, and then read across the 60° F column on the chart to calculate the “true” specific gravity of the fuel you are testing.
The octane ratings in the fuel you listed are both under 100
I was backward on my specific gravity thinking...it's been along time since I thought about it.
UNDERSTANDING SPECIFIC GRAVITY
Specific gravity is the ratio of the mass of a liquid to the mass of an equal volume of distilled water at 64° F which is represented by 1.000 Specific Gravity on a fuel chart. Most fuel suppliers can offer the specific gravity number of a fuel. Should the fuel not match the specifications supplied, it might be contaminated fuel which could cause poor performance.
Specific gravity MUST always be referenced to a particular temperature reading. The specific gravity of a liquid decreases with a rise in temperature or increases when its temperature is lowered. Testing the specific gravity of a liquid will not identify its contents. it is only the measure of the weight of the fuel vs. distilled water. Methanol is commonly contaminated by water – which is heavier than the fuel. Checking the specific gravity allows the purity of the fuel to be referenced. When contaminated with a lighter or heavier specific gravity element, the final specific gravity reading will be lighter or heavier than the originally tested weight depending on the contamination of the fuel and the temperature reading.
WHY CHECK THE FUEL?
Combustion engines perform best at only one air-fuel ratio, and the ratio is determined by the weight of the air/fuel mixture. Since all carburetors and fuel injection systems meter fuel by volume, a jetting change must be made if the specific gravity of the fuel changes for any reason. This change will adjust the volume to keep the weight of the fuel going to the engine consistent. For instance, if the specific gravity of the fuel increases by 4%, then the volume of fuel put through the carb/injector system must be decreased by 4% to keep the net weight going into the engine consistent.
Many racing facilities and sanctioning bodies use the VP/Kinsler Fuel Analyzer Kit (sold by any VP distributor) to ensure the legality/accuracy of the fuel per any fuel rules the body might have. Alternative methods are available, but they can be cost prohibitive and time consuming.
OCTANE
Octane is a unit of measurement used to rate a fuels ability to resist detonation. Detonation (spark knock or “ping) is the tendency of the fuel to explode violently in the engine rather than burn smoothly at the precise moment when combustion occurs in the cylinder of the motor. If the fuel detonates, the pressure in the combustion chamber rises so fast and high that it is like beating on the top of the piston with a hammer – this is the primary cause of piston, rod, and bearing failures. The higher the octane rating, the higher the resistance of the fuel to detonate. Racing fuel is blended to provide additional octane rating, not necessarily more energy. In fact, all grades of fuel have about the same amount of energy per pound. Increasing the octane can help produce more power since more compression or spark advance is necessary to achieve the optimum performance level with that fuel. Too much octane, however, can slow the burn rate of the fuel causing a loss of power.
FUEL COMPARISONS
There is a big difference in specific gravity between various brands and grades of fuel, often even between two batches of the same brand. The typical range of premium automotive pump gas is .730 - .760 specific gravity rating. Aviation fuel is .680 - .720. Some unleaded racing fuel is as heavy as .790. Many blends of pump gas can often contain as much as 10% ethanol – measuring in a much heavier specific gravity range.
For Example: Unocal 76 Unleaded Racing Fuel - .788 Specific Gravity @ 59° F.
Unocal 76 Leaded Racing Fuel - .728 Specific Gravity @ 59° F.
METHANOL (ALCOHOL)
The specific gravity of pure methanol is .792 @ 68° F. Methanol, methyl alcohol or wood alcohol (CH3OH), is usually made from natural gas. It was first discovered in 1823 by the method of condensing hot gases from the burning of wood. It has been the fuel for Indy Cars since 1965. Methanol has the ability to absorb water, even right of the atmosphere. Keeping your fuel sealed will help prevent contamination. Adding water to alcohol will increase the specific gravity reading of the fuel. High levels of water contamination will cause the alcohol to get a cloudy haze in it. Loss of engine performance will typically occur before the contamination reaches these levels. Fuel should be checked with a hydrometer before using the fuel, possibly as you get you fuel from your supplier, just to avoid any problems. Methanol is extremely corrosive to aluminum and magnesium, so, great care should be taken to keep this reaction to a minimum. The fuel system components should be constructed of materials that do not react with methanol (stainless steel, brass, etc) or they should have a protective coating. Methanol also crystallizes when it dries and this dried material does not readily dissolve. The fuel system will need constant attention in this instance. When the methanol-burning vehicle is not in use, the fuel should be drained from the fuel system. Flushing or “pickling” with regular gasoline is a common practice to flush the system.
ETHANOL
The specific gravity of ethanol is .815 @ 68° F. Ethanol, ethyl alcohol or grain alcohol (CH3CH2OH), is a liquid derived from corn or other grain, other agricultural products or agricultural waste. Because ethanol is corrosive (due to oxidation), the same preventative maintenance as methanol must be utilized to protect the fuel system components.
In the 1880’s, Henry Ford built one of his first automobiles – the Quadricycle – and it was fueled with ethanol. Early Ford Model T’s had a carburetor adjustment that could allow the vehicle to run ethanol fuel that was produced by local farmers. Ford’s vision was reportedly to build a vehicle that was affordable to the working family and powered by a fuel that would boost the rural form economy. However, in the past, due to various reasons, any alternative fuels other than standard gasoline were suppressed. Today, we are seeing the return of alternative fuel vehicles.
NITROMETHANE
The specific gravity of pure nitromethane – nicknamed “nitro” is 1.139 @ 60-70° F and is chemically CH3NO2. The specific gravity of pure alcohol is .792 @ 68° F is obviously quite different from nitro. It is simple to determine the percentage of nitro in alcohol by measuring the specific gravity of the mixture. Adding nitro to alcohol will increase its specific gravity. A chart can be set up to show the percentage of nitro vs. specific gravity (as supplied with the fuel testing kit available from VP Racing.)
The procedure is only slightly complicated by the fact that temperature affects the specific gravity, since any fluid expands as it is warmed, and therefore has a lower specific gravity when warming occurs. For example, a 60% mixture of nitro and alcohol heated, we know that the mixture is still 60%, yet the specific gravity is decreased when this happens.
Some brands of nitro hydrometer kits are sold without a temperature correction table. Errors of up to 5% can be common if not temperature correction is used. For best engine performance, the nitro percent mixture should be kept within one or two percent of what the engine was specifically tuned for.
NOTE: Mixing nitromethane fuel with alcohol creates a mild endothermic reaction which absorbs heat from the mixture, thus, cooling the mixture (opposite of most reactions, which usually give off heat). The maximum affect is with about 50% mixture, which cools approximately 15° F.
DETERMINING JETTING CHANGES FOR DIFFERENT SPECIFIC GRAVITY READINGS
Since the specific gravity of a liquid decreases with a rise in temperature, specific gravity must always be referenced to a particular temperature. The accepted standard is 60° F.
However, since it is not always convenient to measure a liquid at 60° F in the field, a chart has been compiled to allow the specific gravity to be measured at any temperature, and then corrected to a 60° F reading. The chart is included when you purchase a fuel testing kit from VP Racing.
Example: at 90° F, the specific gravity reading of standard gasoline is .747. However, to compare it to the specific gravity reading at 60° F, the chart will indicate the number is .760. This is how you can read the chart to make sure your fuel readings are as accurate as possible.
Procedure for adjusting jetting from one type or batch of fuel to a new batch:
Measure the specific gravity of the “previous/old” fuel and note the jetting size that performed best with that fuel.
Measure the specific gravity of the new batch of fuel.
Calculate the percent difference between the previous fuel and the new fuel:
If the new fuel checked at .712 and the previous fuel at .736, the difference is -3.26%.
Jetting correction for the new fuel
Calculate the area of the old main jet and increase or decrease them by the same percentage found in the results above. Larger jets are richer than smaller ones.
i. [Old jet area = (old jet area x % from step 3 above] = new jet area required to obtain the same performance with the new fuel.
ii. Sign (+ or -) is the opposite of the sign found for the % in Step 3 above.
PROCEDURE FOR OBTAINING SPECIFIC GRAVITY READINGS
1. Hold the glass cylinder almost horizontal; place the hydrometer and thermometer into the glass. Slowly bring the cylinder to an upright position while jiggling both meters to allow them to fall to the bottom.
2. Fill the glass cylinder to within an inch of the top of the fuel sample. This will cause the hydrometer to project out of the top of the glass for easy positioning with your fingers.
3. Place the glass in a shady area. Wait a few minutes for the temperature to stabilize.
4. Carefully sight across the bottom of the meniscus and read the hydrometer. The hydrometer muse be floating freely when you read it – not in contact with the glass cylinder or your fingers.
5. Hold the thermometer up so that the bulb on the end is at about the middle of the part of the hydrometer that is submerged in the test fuel. Read the temperature.
6. Note that you now have observed the specific gravity of the test fuel. To find the true specific gravity of the fuel, you must use the temperature correction chart supplied with the fuel test kit. Go down the column that has the heading temperature that is closest to the one you observed until you come to the specific gravity you observed, and then read across the 60° F column on the chart to calculate the “true” specific gravity of the fuel you are testing.
they are both under a 100 because they dont need to be over 100 lets call octane the anti-knock formula, the bikes we run have about 14 to 1 comp. its what else is in the gas that makes it the burn we want, people on here just go race gas because, hell my blasters a race machine so I need race gas, absolutely foolish and the guys that use aviation fuel with there de-icers additives are even more foolish they must buy it because I have this airport by me, your blaster is not an airplane, and if they had a dyno they could put it in and go wow I'm losing HP with this, all that I'm saying is for you were to desert race a blaster with 185 pounds comp. with whatever fuel you want its not coming back, it builds to much heat the air cooled motor wont survive, do that in a banshee and we'll see you at the finish line, we need to start a thread on fuel and try and cover all the specifics, I will be at Daytons in a few weeks I'll get some info from the fuel guys at the speedway
There is NO WAY i lost power when i went with av 100ll gas.Say what you want but but my seat of paints test was wow I:I. Been running it a month or more no way im going back
lol he just explained why you did scientifically so i think that over rides your seat of pants test
why are you running 100ll gas anyway it is a proven fact when you run to much octane you loose power now if you have the compression to need 100 then it works so what is your point you obviously do not have a stock comp blaster and if you do your loosing power overall, and try using gas your blaster is an atv not an airplane, but then as I look none of you do your own work there is a reason for this you don't know how or you don't have the experience and any tuner that doesn't use a dyno will miss something everytime, either way we hi-jacked kennedy's thread on his new kit lets start a new thread on gas and compression gas and aviation fuel running sustained hi rpm's and why hi compression is a no-no for a desert racer.
Last edited:
Wont survive?? 180 compression 240, ported, advanced timing ran 24 hours straight, fresh rider every 45~50 minutes 10 mile laps with a 4 1/2 mile wot 6th gear sand wash. trick 110 with amsoil dominator 40:1.. bike was never turned off for more than a minute at a time for rider change. after the race compression was still over 170, bike never overheated. aircooled motors live just fine if setup correctly and ran with apropriate full and oil. riders included 6 man team, 4 of the team had each won the baja 1000, 1 rider earned a 1NQ ama plate,another had the 2nq plate, 1 of the riders was a Duncan family member, we did not baby the bike, it was full tilt boogy and the motor never missed a beat.
Wont survive?? 180 compression 240, ported, advanced timing ran 24 hours straight, fresh rider every 45~50 minutes 10 mile laps with a 4 1/2 mile wot 6th gear sand wash. trick 110 with amsoil dominator 40:1.. bike was never turned off for more than a minute at a time for rider change. after the race compression was still over 170, bike never overheated. aircooled motors live just fine if setup correctly and ran with apropriate full and oil. riders included 6 man team, 4 of the team had each won the baja 1000, 1 rider earned a 1NQ ama plate,another had the 2nq plate, 1 of the riders was a Duncan family member, we did not baby the bike, it was full tilt boogy and the motor never missed a beat.
thats cool as hell man I:I
The farm derived fuel Phragle was talking about that Ford envisioned his vehicles running on was to be made from hemp (Cannabis,weed).Ford continued to grow it long after it was made illegal to grow for any purpose.Hopefully the US under new lead will follow Canada's example and soon allow industrial hemp to be grown domestically.
i sent you a pm but you never got back to me..
how fast can you deliver the 40hp kit and whats the power curve on that?
how fast can you deliver the 40hp kit and whats the power curve on that?
Wont survive?? 180 compression 240, ported, advanced timing ran 24 hours straight, fresh rider every 45~50 minutes 10 mile laps with a 4 1/2 mile wot 6th gear sand wash. trick 110 with amsoil dominator 40:1.. bike was never turned off for more than a minute at a time for rider change. after the race compression was still over 170, bike never overheated. aircooled motors live just fine if setup correctly and ran with apropriate full and oil. riders included 6 man team, 4 of the team had each won the baja 1000, 1 rider earned a 1NQ ama plate,another had the 2nq plate, 1 of the riders was a Duncan family member, we did not baby the bike, it was full tilt boogy and the motor never missed a beat.
Now that's some cool stuff right there. I would love to compete in a 24 hour race.
Similar threads
