trickedcarbine Posted January 19, 2013 Report Posted January 19, 2013 I have been running my motor on VP C12 but the local shops have sold it all and all I can get my hands on is C14 for tomorrow. Is there anything I should notice or do differently when tuning with it. I know the C12 is 108 and the C14 is a true 114. My bike makes 185-190 psi so it should burn the c14. Could I even get away wih a little more timing? Quote
SlowerThanYou Posted January 19, 2013 Report Posted January 19, 2013 I have been running my motor on VP C12 but the local shops have sold it all and all I can get my hands on is C14 for tomorrow. Is there anything I should notice or do differently when tuning with it. I know the C12 is 108 and the C14 is a true 114. My bike makes 185-190 psi do it should burn the c14. Could I even get away wih a little more timing? I've never ran C12, but we run C14. Of course the biggest difference is the MON Rating. 108 vs. 114. Second is the specific gravity, C12 is 0.717 vs. C14 0.696. Generally speaking, switching to a lower SG leans out the mixture a small degree. Quote
trickedcarbine Posted January 20, 2013 Author Report Posted January 20, 2013 So that explains the weight difference I noticed in the jug. I almost thought it was not full so I started looking for a damaged seal but it was all good. So would the lighter SG also mean I will burn more as well? For the winter I would bump this thing up to 160 mains, but I think I'm gonna try it with the 162's to be safe 1 Quote
trickedcarbine Posted January 21, 2013 Author Report Posted January 21, 2013 Ran that C14 today. It definitely required even more jet then the C12. Normally the motor would be ok in the 160 area. Today I wound up getting the best results with a 165 main and my CEL needle all the way up, and a 62 pilot. Part of it could be the port work in my bike though, this thing takes fuel like drag bikes do alky. It's like you can just keep throwing fuel at it and it will use it. I had wet plugs at about 168, so I leaned down the the 165's and it seemed to feel a little crisper though. Quote
SlowerThanYou Posted January 21, 2013 Report Posted January 21, 2013 Ran that C14 today. It definitely required even more jet then the C12. Normally the motor would be ok in the 160 area. Today I wound up getting the best results with a 165 main and my CEL needle all the way up, and a 62 pilot. Part of it could be the port work in my bike though, this thing takes fuel like drag bikes do alky. It's like you can just keep throwing fuel at it and it will use it. I had wet plugs at about 168, so I leaned down the the 165's and it seemed to feel a little crisper though. Thanks for posting the results, I was getting ready to ask. According to my tuning Bible, the SG change between the 2 fuels require 2 jet size change, richer. Quote
trickedcarbine Posted January 22, 2013 Author Report Posted January 22, 2013 Exactley what I found, can I get a copy of that tuning bible when I get ready to play with the Q series fuels or the MO2X Quote
SlowerThanYou Posted January 22, 2013 Report Posted January 22, 2013 Exactley what I found, can I get a copy of that tuning bible when I get ready to play with the Q series fuels or the MO2X I'll be able to post some more info on this later in the week. Quote
trickedcarbine Posted January 23, 2013 Author Report Posted January 23, 2013 Thanks man. Love that you are willing to post so much and it's not always some nonsense. Quote
SlowerThanYou Posted January 23, 2013 Report Posted January 23, 2013 Thanks man. Love that you are willing to post so much and it's not always some nonsense. You will find some other tuning advice in their tech bulletins also. I have a 3 ring binder I use for my bible. The is one of many articles I use for tuning, along with 30 plus years racing experience. Thanks for the props! http://www.rockettbrand.com/techsupport/documents/TechBulletins/TuningWithDifferentGasolines.pdf Quote
SlowerThanYou Posted January 23, 2013 Report Posted January 23, 2013 Exactley what I found, can I get a copy of that tuning bible when I get ready to play with the Q series fuels or the MO2X From what I know about your combo. I would not recommend using the MO2X, I looked it up on VP's site. It doesn't come close to the MON rating you need. Now IMO, the Q16 should work well for you if the rules allow it. We have used it & it works very well with the right tune-up. No shit? I've ran VP110, C12, C14, C16, Q16 in my banshee and race sled. Never changed a jet, never noticed a improvement or loss.. Weird. Now 110 at the pump is fucking garbage fuel. Cool to know though, thanks for the findings All our tuning is done with plug chops & time slips. We have run the VP 110, C14 & Q16; plus, other brands of fuels. They all have there pros & cons. With the VP fuels there's a distinct performance/tuning advantage in each step up in the VP fuels we have ran. As for the C16, IMO the only place it has an advantage if you are using it with nitrous. Quote
Blazen582 Posted January 23, 2013 Report Posted January 23, 2013 Curious.. you say they all have cons. What cons have you found from the Q16? Anything besides price? I love it and noticed a big difference in ET Quote
SlowerThanYou Posted January 24, 2013 Report Posted January 24, 2013 Curious.. you say they all have cons. What cons have you found from the Q16? Anything besides price? I love it and noticed a big difference in ET One con for the Q16 is we can't use it the certain organizations limited classes. There are more, but don't have time for it now. Quote
trickedcarbine Posted January 24, 2013 Author Report Posted January 24, 2013 No shit? I've ran VP110, C12, C14, C16, Q16 in my banshee and race sled. Never changed a jet, never noticed a improvement or loss.. Weird. Now 110 at the pump is fucking garbage fuel. Cool to know though, thanks for the findings Yeah, huge difference in the fuels if you are willing to push the limits of each fuel. For instance. If I even dared to run the amount of timing down the straits of the half mile oval that I did on the C14 with the C12, it would be a detonation disaster. I also noticed that the bike does consume way more of it, so additional jetting is a must. I was checking plugs every two or three laps to finally dial it in. Also, the Q series stuff does run a bit cooler. Quote
trickedcarbine Posted January 24, 2013 Author Report Posted January 24, 2013 Curious.. you say they all have cons. What cons have you found from the Q16? Anything besides price? I love it and noticed a big difference in ET If you can get a good tune up on the Q16 it is phenomenal stuff. Still gas, but runs like alky. The only con for most is that it needs to be drained and purged so that it doesn't turn to alien afterbirth like sludge in the carbs. The other con for pretty much me and a select few others, getting it to light on a 0 degree day out at the lake. Good luck! I even had to kick a little more with the 14 but it was worth it. I think I'm going to continue running it. Quote
kshoulde35 Posted June 25, 2013 Report Posted June 25, 2013 how long do you go in between rides if not purging the q16? Quote
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