BSPolice

THAT is some funny shit!

Just where does all this hostility come from Boonman? My orginal post didn't even concern you, unless your real name is Kelsey. You are taking all of my comments out of context, making assumptions, and making inaccurate statements all at the same time. My focus was on the statements of performance and reliability in the same package pure and simple. But since you have failed to address that issue and have brought up all these others , lets discuss those. Quote Boonman "Now, you say a moderate engine making 145 PSI on a guage. now, I ask you, what is the port timing of this motor??? And you ask why exhaust duration has anything to do with it? well, if you have a high exhaust port, the amount of air that actually gets compressed into the top end will be less". That is an inaccurate statement. Exhaust port height doesnt decrease the actual amount of air mixture that gets compressed, it simply decreases the area in which it is to be compressed. The cfm capabilities of your intake tract, reed characteristics, volumetric efficiency, transfer charge direction, and tuning length and volume of your expansion chamber determines how "much" air charge is to be compressed not where your exhaust port timing is. When your exhaust port is waiting to be closed it rely's on your expansion chamber and transfer designs to retain the charge, not where the port closes. Quote Boonman" At low RPM, you may be able to get away with a certain amount of detonation. look it up, as you say. At higher RPM, it will become more apparent, and perhaps cause catastrophic failure if it is severe enough. Your cranking cold compression does not have a large factor in your determination of race fuel or not." That too is totally innacurate. Detonation is most prevelant at cruising speeds and in situations where Manifold Absolute Pressure(MAP) is at its highest, such as under extreme load at low rpm. Octane requirements actually decrease with rpm. Ignition timing,air/fuel mixture, volumetric efficiency, MAP,air intake temperature, sparkplug heatrange, cooling capacity of your cooling system(including combustion chamber design),expansion chamber efficiency and compression ratio are the main factors in detonation. A motor that detonates itself apart at high rpm was detonating at low rpm, gauranteed.The fact that it gave out at high rpm was because the combustion process was already so unstable that the heat couldnt be released fast enough once the higher rpm was achieved, causing the unstable combustion to feed off of itself at a expotential rate up to the moment of destruction. Quote Boonman"Now, for proof of my point of losing compression on a guage when porting is done, ask anyone who has had porting done, and knew their compression before porting." Did I ever say that you dont lose compression after porting?...NO. I referenced exhaust duration only, not porting, and I never said it would not go down. I said the duration is irrelevent. And I explained why in a earlier paragraph. Quote Boonman"And I would like to see a heavily ported motor, at 145 PSI that doesn't run race fuel." Doesnt run race fuel or doesn't need race fuel? Ok, its called a Honda CR250, bone stock ported out to the max, makes much more horsepower to cc ratio than most average Banshee motors and you can run the bitch on pump gas all day long...mmmm...must have a pretty stable combustion process, dont you think? And horsepower?...yeah, it's in there too. Not everybody runs a drag motor and a "custom" combustion chamber might be in order there. For the remaining 98 percent of Banshee riders, a stable combustion process that makes good power is a much more marketable and desirable commodity. Quote BSPolice"My focus was on the statements of performance and reliability in the same package pure and simple"...if you want to talk horsepower, I can do that too. Just try not to bash me in the process, I have nothing against you. I just cant stand BS, and this conversation was never directed torwards you.

Boonman, did you even read my post? Which part about an engine making a moderate 145 psi needing race fuel to not detonate did you not understand? Im basing this on what he said, not me. His web-site say's added performance AND reliability,his words, not mine. What part about having to run race fuel is reliable at any compression ratio...answer, none. Exhaust duration?, tell me what the hell that has anything to do with it. RPM is hardly an issue at all where detonation is concerned at all, look it up.

QUOTE..RKTEK "I have several engines that crank over at 140-150 PSI than will not live on anything less then 110 ocatane".... That statement in itself is enough for any engine builder and most members on this board with half a brain to know that you are clueless. I thought your designs added performance and reliability in almost equal proportions?...that statement says just the opposite. It's not that I wouldn't agree that combustion chamber designs that create more power on the same given comprression ratio are more prone to detonation, its just that a chamber needing 110 octane at 145 cranking psi is obviously designed very poorly or the engine itself is set up terribly wrong...either way, reliability obviousy wasn't part of the design.

RK TEK, Ive never seen so many blanket statements in my life. And then you go on saying your supplying information, when you say absolutely nothing. Not only are you a total loudmouth, half of what you say is total BS. Your websight is a joke and you are dead wrong about proper combustion being as much or more important than porting in reference to performance and hp gains in 2 stroke engines. Combustion is afterall really just hot air... I guess you are the expert!