Good reaction times are one of the big keys and good ones win many races. Great reaction time with good ETs gets you to the next round of eliminations or your packing the bike to go home.Quarter mile MPH numbers are a better indication of HP than ET.... Traction, slow or fast shifts, short shifting, over revving, among other things effect ET much more than MPH... imo. Not that we all don't like low ET's.
Back in the day, everyone hired Jay GleasonFWIW, unless you are experienced motorcycle drag racer at the drag strip (NOT playing drag racer with your friends on a back road), you won't get close to the ETs listed for any motorcycle in a road test or advertising copy. As I mentioned in post 34 and Rweb stated in post 41, the trap speed won't vary much even when the ET does so trap speed is a much better indicator of engine power.
Yes, both of those ! Notice how it flattens off at 5,000 to 6,000. I never dyno’d mine when it had the single Mik but that’s exactly what it felt like. I’m not knocking the single Mik, it suits many folks riding needs perfectly, but it def stops that BHP line climbing after 5,000.'The engine is standard apart from a Fullauto Technologies head, a PW3 cam and a VM34 Mikuni'
Makes me think what makes the difference. Twin carbs? Higher compression?
Great talent and he done did the job. He will always be one of the GOATS , he earned it!Back in the day, everyone hired Jay Gleason
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Drag Legend Jay 'Pee Wee' Gleason Passes
The legendary Jay 'Pee Wee' Gleason has passed away this weekend. In the '80s Jay was THE MAN to hire if you wanted to know just how fast your bike was in the quarter mile.www.google.com
I never rely on reaction times when I race. I always look a long way ahead and I don't ride fast into corners where there are guys going in all sorts of directions. Adrenalin causes psychological time dilation. If an incident happens, you usually have tons of time to react, but I don't rely on that. I am always smooth steady and systematic.Good reaction times are one of the big keys and good ones win many races. Great reaction time with good ETs gets you to the next round of eliminations or your packing the bike to go home.
The conversation is about drag racing Al. The are no guys going in all sorts of directions, no bends, no braking, etc… slow reactions in a drag race means an early finish for the day…!I never rely on reaction times when I race. I always look a long way ahead and I don't ride fast into corners where there are guys going in all sorts of directions. Adrenalin causes psychological time dilation. If an incident happens, you usually have tons of time to react, but I don't rely on that. I am always smooth steady and systematic.
Some guys don't know how to race-change up through as gearbox. If the gears are wide ratio, it is more difficult to be smooth. I usually race with my motor revving between 5,500 RPM and 7000 RPM. And that is even in the slowest corners.
Due to a heart problem, Take beta-blocker medication. If an incident occurs while racing, I simply manage it in the cold hard light of day. When I approach any corner, I know what it should look like. If I go in too hot, it is never a problem, because I stay in control.
If you watch Marquez - he finds out how fast he can get around corners by crashing in practice. I usually only go fast enough to scare myself. That is smarter
You can get 5 degrees by remeshing the gears and changing the no of link spacing on the sprocket. I don't have the process in my head but it's on the NOC side and elsewhere.I'm totally with Nigel on the "going flat at 5000 rpm" thing with a single Mikuni. My own mildly tuned 850 struggled to overtake my brother's 650 single carb Triumph, so equipped. Now with twin Amals it leaves it for dead.
On Joachim's pondering on the contributors to the power differences pre and post rebuild, surprised no one has mentioned cam timing? John Baker when prepping the NVT Commando paid a lot of attention to getting this spot on. I don't know how the 5 degree correction was achieved (vernier cam sprocket?), but the original cam could easily have been out by that much, who knows? Also what were the compression readings prior to the rebuild, before the valve seating was refreshed?
I guess what I'm saying is the devil is in the details. I also doubt the PW3 is the main contributor, it's supposed to take out of the midrange what it adds to the top end (as nearly all fiercer cam timing does), but that dyno chart shows more power everywhere?
Incidentally, not knocking the dyno runs, think it's great data. I also fully understand the arguments for pw3s and single miks.
My 312a is timed at 104.5 by moving the idler and cam sprockets 12 pins apart. Idler gear is now 5 teeth counter clockwise from stock.You can get 5 degrees by remeshing the gears and changing the no of link spacing on the sprocket. I don't have the process in my head but it's on the NOC side and elsewhere.
I don't like verniers at all on the camshaft because they are just not strong enough. If yiu need a less than 5 degree step then either an offset key or I beleive RGM sell sprockets with the keyways offset.
Good point about cam timing. I found the timing chart of the stock cam I took before I disassembled the engine:I'm totally with Nigel on the "going flat at 5000 rpm" thing with a single Mikuni. My own mildly tuned 850 struggled to overtake my brother's 650 single carb Triumph, so equipped. Now with twin Amals it leaves it for dead.
On Joachim's pondering on the contributors to the power differences pre and post rebuild, surprised no one has mentioned cam timing? John Baker when prepping the NVT Commando paid a lot of attention to getting this spot on. I don't know how the 5 degree correction was achieved (vernier cam sprocket?), but the original cam could easily have been out by that much, who knows? Also what were the compression readings prior to the rebuild, before the valve seating was refreshed?
I guess what I'm saying is the devil is in the details. I also doubt the PW3 is the main contributor, it's supposed to take out of the midrange what it adds to the top end (as nearly all fiercer cam timing does), but that dyno chart shows more power everywhere?
Incidentally, not knocking the dyno runs, think it's great data. I also fully understand the arguments for pw3s and single miks.