201.1HP/Liter NC35
Posted: Sat Jul 24, 2010 10:41 pm
FINALLY!!!!! After years of developing parts, and breaking parts, and developing more parts, and breaking more parts, we have finally broken what has seemed like a barrier for power for the little NCs. Our previous best power was 88.6hp. Not quite 90hp. That 90hp target has eluded us for various stupid reasons for so many years due to this or that problem. I think we have always had the capability to make the power, but never had the chance to prove it on the dyno - until last weekend.
We reassembled the 450 and finally got to test all of the basic pieces of the puzzle that we have been using in various engine configurations. This was just the first opportunity we had to put them all on one engine at one time. And, we didn't put it all on (more on that later). The graph below illustrates an ALL STOCK NC35 (blue) at 56.4hp in showroom condition vs our original best power recorded back in 2005 of 88.6hp and then last weekends run of 91.3hp.
Take a look at the torque difference between the ALL STOCK bike and the 450 (Dark Blue vs Dark Red lines). The 450 practically idles with more torqe than the stock bike puts out at peak (OK, that was an exaggeratin, but close)
As I said, my original target was 90.0hp. That works out to 198.2hp/Liter. But, with the 91.3hp run, that also broke the 200hp/Liter barrier coming in at 201.1hp/Liter. I am pretty excited, but tat the same time I feel we should have been able to record these figures years ago - if it hadn't been for all our set-backs. But, we did it now, and we're ready to move forward.
The engines shown above havd completely stock valves (including springs and retainers), stock cams with only adjustable timing, the heads have been slightly ported (Seriously a 20 minute clean-up job) and the valve seats cut by hand to a nicer racing 3-angle job. The heads are not milled as to compression comes in the pistons. The only real mods are the Cosworth Pistons, Carrillo Ti Rods and Billet Crankshaft and the Alternator Conversion Kit. The rest of the engine is OEM Honda including the carbs. They are the F-III Kit carbs, but basicall NC-30 carbs with super-short stacks and no airbox.
Next of the agenda for testing will be Big-Valve heads, FCR Carbs, Cams, Ignitech Ignition, Exhaust System and Electric Water Pump. After that.....we will pull out the Fuel Injection. This is all hopefully going to happen from August through December of 2010, with final results by the end of the year. Cross your fingers for us. That 100hp mark is getting closer, but yet is so far away.
Cheers.
Mike Norman
G-Force Engine Development
http://www.mngforce.com
We reassembled the 450 and finally got to test all of the basic pieces of the puzzle that we have been using in various engine configurations. This was just the first opportunity we had to put them all on one engine at one time. And, we didn't put it all on (more on that later). The graph below illustrates an ALL STOCK NC35 (blue) at 56.4hp in showroom condition vs our original best power recorded back in 2005 of 88.6hp and then last weekends run of 91.3hp.
Take a look at the torque difference between the ALL STOCK bike and the 450 (Dark Blue vs Dark Red lines). The 450 practically idles with more torqe than the stock bike puts out at peak (OK, that was an exaggeratin, but close)
As I said, my original target was 90.0hp. That works out to 198.2hp/Liter. But, with the 91.3hp run, that also broke the 200hp/Liter barrier coming in at 201.1hp/Liter. I am pretty excited, but tat the same time I feel we should have been able to record these figures years ago - if it hadn't been for all our set-backs. But, we did it now, and we're ready to move forward.
The engines shown above havd completely stock valves (including springs and retainers), stock cams with only adjustable timing, the heads have been slightly ported (Seriously a 20 minute clean-up job) and the valve seats cut by hand to a nicer racing 3-angle job. The heads are not milled as to compression comes in the pistons. The only real mods are the Cosworth Pistons, Carrillo Ti Rods and Billet Crankshaft and the Alternator Conversion Kit. The rest of the engine is OEM Honda including the carbs. They are the F-III Kit carbs, but basicall NC-30 carbs with super-short stacks and no airbox.
Next of the agenda for testing will be Big-Valve heads, FCR Carbs, Cams, Ignitech Ignition, Exhaust System and Electric Water Pump. After that.....we will pull out the Fuel Injection. This is all hopefully going to happen from August through December of 2010, with final results by the end of the year. Cross your fingers for us. That 100hp mark is getting closer, but yet is so far away.
Cheers.
Mike Norman
G-Force Engine Development
http://www.mngforce.com
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With only 2 races left in the season for us, it's going to be an up-hill battle.
Okay, that was a crazy relation but I thought the story was fun to tell. It just goes to show the leaps and hurdles we have been going through to get where we are today. Everytime we think we've gotten past one, we get 2 more thrown at us. What's next? Never give in! Never surrender!
