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Old 05-29-2009, 01:58 PM   #21
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Quote:
Originally Posted by ROADandTRACK View Post
Why the would you build it for C16?
Because c16 is better than deisel.
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Old 05-29-2009, 02:17 PM   #22
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Quote:
Originally Posted by level5 View Post
Because c16 is better than deisel.


Its called testing and tuning...

We're still doing that...

I can tell you on Dyno the Sunoco 114 made more linear power (proper jetting/tuning for 114).

We're just experimenting with C16 this round.

With 93 (jetted/tuned for it), we were able to do "average" on dyno, as well as on track against our competitors. We finished 3rd.

With U4.2 (jetted/tuned for it), we were able to do a little "better" on dyno, on track how ever it felt the same against our competitors. We finished 3rd again.

This round, with the data I have I'm trying to test and tune with C16, which seems to make alot more power on dyno, and tomorrow 1pm-5pm, will tell how we do against our competitors.

This may seem miniscle to the equation, however with the data I have and the objective I'm trying to achieve its imperative that everything goes 100% well... yes even GAS.
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Old 05-29-2009, 02:31 PM   #23
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Quote:
Originally Posted by ROADandTRACK View Post
Why the would you build it for C16?
that's exactly what i was thinking. you'd probably lose HP with 117 octane unless you're compression ratio is SUPER high...which i doubt it is or else it'll be a ticking time bomb and you plan on rebuilding it after each race.

C12 is what most engine builders will use for higher compression motors on dirtbikes and roadbikes.....C16 is overkill and the higher octane will actually make you lose HP.

i think your wasting your money on the C16 Moe.....which is why i keep asking you if you are 100% sure your motor was built for C16 or C12.

Sunoco is nascar ....VP is more motorcycle friendly.
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Old 05-29-2009, 02:35 PM   #24
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oh yeah, forgot to mention....C16 was designed for DRAG CARS. which needs power differently than you.....plus it was made for CARS.
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Old 05-29-2009, 02:39 PM   #25
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Quote:
Originally Posted by houseofpain View Post
that's exactly what i was thinking. you'd probably lose HP with 117 octane unless you're compression ratio is SUPER high...which i doubt it is or else it'll be a ticking time bomb and you plan on rebuilding it after each race.

C12 is what most engine builders will use for higher compression motors on dirtbikes and roadbikes.....C16 is overkill and the higher octane will actually make you lose HP.

i think your wasting your money on the C16 Moe.....which is why i keep asking you if you are 100% sure your motor was built for C16 or C12.

Sunoco is nascar ....VP is more motorcycle friendly.
This shiiit has a very very hgh ratio!

I won't say numbers... but tomorrow's race will either prove that I'm an idiot or... that 2 smoke tuning is like black magic and I may be onto something ...
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Old 05-29-2009, 03:44 PM   #26
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Quote:
Originally Posted by BlackWidow View Post
This shiiit has a very very hgh ratio!

I won't say numbers... but tomorrow's race will either prove that I'm an idiot or... that 2 smoke tuning is like black magic and I may be onto something ...
C12 is good for up to 14:1....and if you're running anything higher than that....i hope you have a heavy duty rod and reworked crank.

sounds like you may have a ticking time bomb good luck to u!
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Old 05-29-2009, 03:47 PM   #27
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Quote:
Originally Posted by houseofpain View Post
C12 is good for up to 14:1....and if you're running anything higher than that....i hope you have a heavy duty rod and reworked crank.

sounds like you may have a ticking time bomb good luck to u!
Yep.

After Market/Heavy Duty Rod..../Reworked and Properly Balanced Crank.

Trust me dude... these 2 smoke motors and their nature of seizing has led me to develop gunslinger like reflexes in my left arm.

I've been thrown twice already... so I've been training to always cover the clutch alot lately...
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Old 05-29-2009, 03:51 PM   #28
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Quote:
Originally Posted by BlackWidow View Post
Yep.

After Market/Heavy Duty Rod..../Reworked and Properly Balanced Crank.

Trust me dude... these 2 smoke motors and their nature of seizing has led me to develop gunslinger like reflexes in my left arm.

I've been thrown twice already... so I've been training to always cover the clutch alot lately...
i heard that.....i've had 2 seized motors on my dirtbikes already (yz125 2 smokes) and have been thrown over once. not cool. i think imma try and pick me up a 4stroke dirtbike next.....although sliding on dirt hurts a little less than pavement.........sometimes.
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Old 05-29-2009, 04:20 PM   #29
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Quote:
Originally Posted by houseofpain View Post
i heard that.....i've had 2 seized motors on my dirtbikes already (yz125 2 smokes) and have been thrown over once. not cool. i think imma try and pick me up a 4stroke dirtbike next.....although sliding on dirt hurts a little less than pavement.........sometimes.
Same here. 2 Seized. 1 I was able to control (coming off Accel into T1), had enough time to straighten it out, grab the clutch and nicely come to stop in the grass.

2nd time was going into T9 (Chicane) @ Katy and this time I was highsided on my ... (still recovering from that one). I had absolutly no time to go for the clutch.

I too would love to pick up a 4 stroke for F5 in TMGP but its just too much money and not very reliable or competitive against the KX65s. Team Ninja CHP seems to be doing good with their KLX138... but then again they are a fully sponsored team.

Maybe next year if the funds are right I may do a TTR125 with a 170cc kit (CMRA F5 rules allow upto 175cc air cooled).

As far as wrecks go - man I think you could get more seriously hurt if the fricken motor decided to do something while headed for a launch or mid air...
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Old 05-29-2009, 04:22 PM   #30
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Old 05-29-2009, 04:29 PM   #31
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Quote:
Originally Posted by BlackWidow View Post
more seriously hurt if the fricken motor decided to do something while headed for a launch or mid air...
that's exactly what happend to me, came up on the face of the jump and the motor seized up, had me over the handle bars when the front wheel decided to land first.
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Old 05-29-2009, 04:36 PM   #32
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No need to stop at C-16 then......i still have about 30 gallons of C-23 left over from the racecar ill sell ya
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Old 05-29-2009, 04:39 PM   #33
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Is this a shop?

I need to buy from a shop to make sure its not been sitting awhile..
no hes not a shop but he does supply alot of gas around here he does it on the side. He can get u what ever u want.
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Old 05-29-2009, 04:58 PM   #34
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Quote:
Originally Posted by McLintock View Post
no hes not a shop but he does supply alot of gas around here he does it on the side. He can get u what ever u want.
yeah, very cool guy, i've gotten a can from him once also.
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Old 05-29-2009, 05:38 PM   #35
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A quick lesson in fuel for those who think bigger is better. Higher octane fuel means slower burn time lower octane fuel is just the opposite. Why would you take a high RPM motor with high piston speeds and try to slow the burn time down, regardless of your compression. And you tune small engines at the track not on a dino a week before the race there just to temper mental.
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Old 05-29-2009, 05:50 PM   #36
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A quick lesson in fuel for those who think bigger is better. Higher octane fuel means slower burn time lower octane fuel is just the opposite. Why would you take a high RPM motor with high piston speeds and try to slow the burn time down, regardless of your compression. And you tune small engines at the track not on a dino a week before the race there just to temper mental.
This sentence is weird. So there is no need for race fuel in any "high rpm motor with high piston speeds, regardless of compression?"

All your race bikes run on 87? AMA?
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Old 05-29-2009, 06:42 PM   #37
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89.7 oct 17,000 rpm
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Old 05-29-2009, 07:03 PM   #38
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Old 05-29-2009, 07:05 PM   #39
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wtf!!!!!
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Old 05-29-2009, 07:26 PM   #40
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Quote:
Originally Posted by BlackWidow View Post


Its called testing and tuning...

We're still doing that...

I can tell you on Dyno the Sunoco 114 made more linear power (proper jetting/tuning for 114).

We're just experimenting with C16 this round.

With 93 (jetted/tuned for it), we were able to do "average" on dyno, as well as on track against our competitors. We finished 3rd.

With U4.2 (jetted/tuned for it), we were able to do a little "better" on dyno, on track how ever it felt the same against our competitors. We finished 3rd again.

This round, with the data I have I'm trying to test and tune with C16, which seems to make alot more power on dyno, and tomorrow 1pm-5pm, will tell how we do against our competitors.

This may seem miniscle to the equation, however with the data I have and the objective I'm trying to achieve its imperative that everything goes 100% well... yes even GAS.

Moe, you guys are taking this mini stuff WAY too seriously!!!
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