SlowerThanYou

That's some kind of new cylinder, glad I don't own that. LOL!

The left one is drilled & doesn't shut off. The right one isn't drilled & shuts off. We will probably only run alky on 300' & 1/8 mile asphalt. It will be on race gas for 1/4 mile. They are Vito's & bought them off ebay.

Here's some carb modifications we did for future testing.

There was some discussion & questions going on in the Shout Box a couple of weeks ago. It had to do with staging on the drag strip. I would like to start with some very basics of where/how a timed drag race begins. This is basically the same for all surfaces, but some of the procedures may be slightly different. I would like to keep this organized & not stray off the current subject(s). We'll start with the pre-stage/stage lights & beams (refer to diagram below): The pre-stage light (tree) comes on when the front of your tire breaks the infrared pre-stage light beam across your lane. This is basically a warning to both rider's/racer's in either lane they are getting close to staging. Next, is the stage light (tree) when the front of your tire breaks the infrared stage light beam across your lane. When both rider's/racer's are staged is when the race can start. The tree can be activated in a couple different ways to start the race, manually & auto-start. That will be the next subject & why that's important for you to know! Notes for future subjects: - When does the timer start in your lane. - How to change your reaction times & ET with staging. Please stay on the current subject, pre-stage & stage! We will move on when they are exhausted.

You need to baseline the carbs, .116 sounds like the main jet size. The power jets, are they a clippard/ jet type? The needle, what are the 3 letters stamped on them if they are not custom? The mains, sounds like the .116. The pilots, need to know the number stamped on them? Need to know the dump tube size? I think I covered everything.

IMO, you should tell us the carb set-up as is. This would provide helpful information to start with. Including the power jets, the needle, mains & pilots.

Funny you should ask, I was trying to avoid all the negatives of Kingman. The staff is great & trying really hard to make the deal work. They have a lot of work to do! IMO, we would have been better setting up timers on a dry river bed or tilled up dirt somewhere in a field. Kingman has a base elevation of 3,300' factor in the heat & other factors. The Density Altitude was 6,000' - 7,000'. The track was really dry & not maintained with the right equipment. That's just a few of the problems. To give you an idea how it affected our set-up. Our best 60' at Bakersfield was 1.40. Kingman we started at 1.80 something & worked our butts off to get 1.55 60's. Did we improve ET wise from BAKO; no, we stayed the same as our best at BAKO. Given the conditions at Kingman our changes helped the set-up. I'm sure they would have netted us a .10 - .15 reduction of ET at a proper track

Heading for K&T this coming weekend for Dyno testing. Going to baseline the motor with its current configuration. Plan on testing 45mm Lectrons, 2.68 primaries & a few other items.

We run anywhere from a 2.05 - 2.22 ratio, with a 2.86 primary, 63" RO tire & a 220 lb. rider/310 lb. bike. As for your tires you need to find out what the top runner's are using at your tracks.

You need to provide more information, bike/rider weight, primary gear ratio, 1st or 2nd gear launch; to name a few.

We was using Royal Purple Synchromax. It's the best we have tested so far, but at $17-18 a quart. That was the only down side. We are testing a cheaper fluid right now & it seems to be doing very well. It's a lot cheaper, but so far it shows good results. Breaking fibers is usually caused by clutch chatter. I would need to know more about the clutch pack/set-up before giving a better diagnosis.

We haven't found much difference in times between the 2 surfaces. The 60's are the same & the 300'/330' are pretty close. We chalk up part of the difference in times. Because of the 30' difference & the lack of 300' experience. Now, the above information is from our stock frame cub. The DMX has only been to the 300' once & not to the 1/4, yet. We are planning on the asphalt, hopefully in Oct.

J-M, thanks for the help on this project. Yes we were hoping to get lectrons 44s or 46s. That's on hold for now & yes we are comfortable with the PWKs. Heck, Dan (A&S) goes fast with some pretty big motors on them. As for the launch limiter, LOL! We have done some amazing 60's & times we shouldn't be able to do using it. With gas it's a little easier on the launch limiter. We know how to make it work with Alky also & it takes a little more effort/tuning. We have never been out to set records. We are after wins & we have certain numbers we are looking for. We have 3 rider's for our bike & we are all too heavy for records. While we want to do well with 300' our priority still rest with the asphalt.

We have been 125+ MPH on a single arm stock chassis.

39 PWKs.

Thanks Guys! We are not big on pics & vids. See if something makes youtube like most of our stuff.

Getting ready for our 2nd outing this coming weekend at the Kingman, AZ. Sand Drags. Our new domes are installed. They are 33.2cc compared to the 36.2cc asphalt domes. I haven't had time to do the cranking compression check yet. The asphalt ones were 150 psi @ 2,300' ASL. We fired the motor up on alky yesterday. Made a few adjustments & got a few things ready for tuning this weekend. I didn't realize, we haven't ran alky since 2007. Motor has a totally different sound. It's almost time to get my feet wet again.

Agreed, they have there place.

Not a stupid question & we had worries when we started testing different oils in the gear box. We tested different oils & trans fluids. Then settled on synthetics & will not switch back to the Dinosaur oils. We never noticed much of a clutch tuning difference using the different fluids. The Synthetics are supposed to cause slip, but we haven't noticed it much at all.

Refer to the Lock-up/Lock-out Tuning thread.

IMO, nothing against the maker's of these style lock-ups. They take a lot more work/effort/money to tune & still don't match the capabilities of a standard Lock-up. You have much more ability & it's easier to tune a standard lock-up. Plus, you can play with the clutch pack to tune other things.

Most run 8s for gas & 9s for alky.

We ran a set of BB OOFs on our gas 443 cub. It hauled ass, but they were definitely high rpm pipes.

^^^^ There we go, somebody has a clue.^^^^

I don't know what the SFB is, but we are running the beefed up Direct Drive cover.