Відео

This was my first time using the #38. The customer had it sitting around and wanted to use it on this bike. I was impressed with the results. Usually for mild combinations with stock valve springs I like to use the #27.

I used the stock springs. The S&S 475 cam does well with the stock springs and that's what the customer wanted to stick with. I was actually really happy with how it ran with that cam. Not just on the dyno but real world driving on the street too. The 124" big bore kit was just the pistons, pins, rings, head gaskets, and cylinders. The S&S part number is 910-0625. The customer also brought in a screaming eagle Harley 64mm throttle body and I provided the Fueling 6.1 g/s injectors. That was it. What i did leave out of the video is I upgraded the stock clutch with heavy duty springs. They provide 15% more force to the pressure plate. Other than that the clutch was completely stock and took the power and torque just fine although I didn't attempt any drag strip launches.

Thank you very much! Basically just what I was looking for. I'm not a drag racer, I just want more power without buying a new bike. I have the equivalent power adders he has an didn't want to spend the EXTRA 1500$ on parts i already have

Thank you for the question! So, you might have missed the first video in this series. The customer already had the S&S 475 cam and D&D exhaust on his stock 107. He wanted to keep those parts if possible. He is a touring guy and added the 124 kit for the torque to pass trucks on the highway without downshifting. He is not a racer or hot rodder in any way. I was interested in the results of the smaller cam myself as I like to experiment. A lot of the times going bigger on the cam can lose low end torque to get gains higher up in the rpm range. Too big of cam and reliability goes away. As it is the S&S 475 is about the biggest you can go with the stock valve springs. As you can see from the dyno results this engine ran very well even with the "smaller" cam and, surprisingly, pulled hard all the way to redline with no drop in power. I was impressed.

Yost Performance Products makes those wrenches. I got mine through my Drag Specialty account. I think they are also available through V-Twin, Lowbrow customs, and TC Brothers. I don’t know the part number off hand but just type in “Yost Harley intake manifold Allen wrench”

Thank you for the nice comment. I am going to post the third and final video on this build in the next couple hours. Watch out for it.

Yes! I actually plan on getting to that once I talk about potential G Forces of acceleration at launch and each gear. Then I will pick up where I left off and get into tire radius to the surface and actual pounds of thrust to the ground. Also, how a tire on a drag car grows changing the gear ratio seen by the engine as speed increases. I try to limit the length of my videos so many things have to be cut and put into a future video. Thank you for watching.

You need a scientific calculator or the scientific function on your phone to do cubed roots. The Cubed Root of 12 is 2.289. Its part of the formula I have on the white board. Thank you for your question.

@rageracing6435 thank you

One of the fastest guys I know has 30lb ft less than the class but has the ability to run more rpm and has a bigger pile of hp overall. He will tell you, figure out how to gain more rpm.

Thank you! I got busy at the shop doing the work that actually pays the bills so I have not had a chance to post any videos in a while. Now that winter is upon us I do plan on posting a lot more. Please keep looking for new videos. There should be more coming soon.

That is a great question. This is not a scientific formula derived from possible BTU’s of the fuel being burned with the air or anything. This formula is a simple quick way to find real world results to be expected from head flow on a racing engine. Here is an excerpt from one of my books: “But what is the relationship between the capacity on the flow bench and the horsepower of the engine? Tests have shown that if the complete intake system air flow is measured at maximum valve lift and at a test pressure of 10” if water, a well developed racing engine will produce the following HP per cylinder: HP = .43 x (cfm at 10” water) Of course to reach this level, the engine must also have the maximum compression, the right cam, and a tuned exhaust system. In short, it must be a well-tuned racing engine.” The formula is not perfect but it does get pretty darn close. It’s useful to a head porter that if the cfm increases by 1 cfm then expected power output should be around .43 horsepower per cylinder. Keep watching and maybe I’ll get around to testing this formula with one or more of the builds I plan for this channel.

You are partially correct. These are just general formulas to get you in the ballpark, but in real life situations they are pretty close. I can attest to that. Those engine power and torque numbers you quoted are impossible. Power = RPM x Torque / 5252. So, 435 torque at 6000rpm = 496 Horsepower and, 485 torque at 6000rpm = 554 Horsepower Horsepower is a direct result of Torque and RPM. Change just of those numbers and horsepower changes as well. Torque is simply a force with no energy transfer. Horsepower is actual energy transfer. That is what accelerates a car. Energy. High torque at low RPM may create so much horsepower (energy), or Low torque at very high RPM creates the same horsepower (same energy). The car will accelerate close to the same rate given optimized gear ratios and shift points because its the same energy being put into the system.

@@rageracing6435 torque is not force 🫣 its is rotwtional cofactor egzisted in axis of rotation it is proportional only to force only when leversge stsy the same 😉👌🏻 100 hp at whell at 20 m/s is 3728.6 Newtons of force at contact path at this point in time how much torq is invilved now in whell system ? 🤭🤷🏻‍♂️YOU DONT KNOW 👌🏻 why ? cos ypu do t know this whell radious 😎👍🏻 once ypu know whell radious now you can calculated torque in this whell axis from force let say whell have 0.1 m radious so you have 3728.6 newtosn true force x0,1 m = 372.86 newtonometres of torq now let say whell have 2 metres radious the same 100 hp at this whell at 20 m/s again 3728.6 newtons force which push this vehicle forawrd x2 m = 7457.2 netwonometres id wpthis drive whell axis now than what fell driver in both wgzaple assuming the same whole resist so weight drag inlcine test condition ? he dont feelll torque he felll only force 😎which in both egzample is egzacly the same cos power and speed is the same whereas diffrdnces in torque is more than 20 times 🤭🫣 but rider in both vehicle feeel egzacly the dame force push hees body into seat and the same egzacle accelerstion aka Gforces cos power at whell is egzacly the same at egzacly the same speed so FORCE IS EGZACLY THE SAME 😎AND NOT TORQUE COS WHELLRADIOUS IS NOT THE SAME 😎👍🏻🍿….

I appreciate the comment. I feel you should watch my other videos Racing Physics class #2 and #3. Much later I will go into how the torque to the wheel translates to true force at the ground based on diameter of the tire and available traction and expected G forces applied to the driver’s body. Thus far I have not gotten to any of that yet.

Thank you. Yes I plan on getting an audio processor such as the Focusrite Scarlet and more professional microphones. Right now I just have an external microphone attached to my camera. Mostly it’s a matter of time. I’m running a business so learning to use new equipment and more time spent editing these videos isn’t in the cards just yet. I do have a decent video editing software. I just don’t use it to its full potential yet. Again, its the time.

1200 / displacement x CFM

If you have a modern high flowing cylinder head this formula might be a little more accurate: 1150 / displacement x CFM These are just estimates. Intake runner length. Header length and many other things will effect actual peak power rpm but this will get you in the ballpark for an optimized race engine with optimum cam, compression, carb, ect….

Thanks, it's a 440 with 452 heads. I'm restoring a 71 challenger. Eric weingarner flow these years ago.

That is awesome!

Eric definitely does great work from the videos I’ve seen. He has way better equipment and more knowledge on that stuff than me. I hope you like my channel. I’ll eventually get to MOPAR stuff. I’m a big fan of everything MOPAR. I’ve got a 413 I plan to build. I’ve got a couple 318’s sitting around I want to make into a high rpm screamer. I’ve got a couple 360’s. And of course the 1956 Hemi in the dragster. Thank you for your comments.

I’ll agree with that. I know that higher test pressures will get that floor air separation on the short side and that the Harley’s are bad with that. The heads I’ve done on my flow bench and also on a 28” flow bench were 23 degree small block Chevy and early Hemi heads and one big block Chevy and my numbers with my 10” flow bench using the 1.67 correction and they came out pretty much identical. High lifts on Harley heads may make a difference. Once you know how to attack that short side in the end if thr power is there that’s all that matters. And yes, the M-8 exhaust port is shit much beyond .250” lift. The intake I have not run into flow separation at my test pressures. But I gave only tested those to .500”

Thank you. I appreciate it. I will cover more of all that stuff once I get into volumetric efficiency. I’ll check out your channel.

I have not talked about this yet but I did plan on it. This would be more under the transmission topic. Close ratio vs. wide ratio. I’ll get to it eventually, but thank you for the comment. And you are right. There is LOTS of area under the curve with engines. Valve lift profiles, horsepower and torque curves, power applied to the ground. All fun stuff but I won’t be getting into calculus here. Just more simplified examples and math that get us 95% there.

And the effects of supercharging will be a whole series by itself. Much later in my planned line of videos.

@@rageracing6435 peak width determined how big diffrences between gear lenght shpuld be in regard to max performance and how much gears should be for achieve both max speed limited be all outside resist and max acceleration through whole range speed fom dead stop to topspeed 😉👌🏻🍿that bascially all ok on more stuff assuming peak width is extremely wide like in some tdi engine but in motorcycle egzample so let say from 6 to 9 k rpm flat 100 hp peak than also must be take into considerstion 2 stuffhow long it takes engie. go down to 6 k rpm on upshift at 9 k rpm assuming we want make upshifts losess to minimum so bigest diffrences in regard to this factor pisbble but not so big to fell of peak power band 👌🏻 and how much force gear teeth can take before failure cos the biger diffencesbetween gear lenght and the slower engine lost rpm the more force take gear teeth cos diffrencess between teth speed than are bigest = bigest force = bigest damage 👌🏻thats why often in motorcycle ypu found 2 gear felll of while hard accelerstion cos from 1 to 2 is bigest diffrences usually thats why in such circumstances often must be choice lil less extreme doffrences between gear enght like 7-9 and not full 6-9 asf …. 😎👌🏻🍿

Very good! Also the v-rod example launched off the line a little quicker according to the simulator which would explain some of the time difference but still have nearly the same mph.

yes power band can be diffrent but its not defined as peak torq to peak power 👌🏻 welll in some egzample can be but power band is defined as most avg power period some engine feg have very small power at peak torq rpm and beyond peak power rpm power drop very slowly hold strong to much higher rpm than peak power rpm in such egzample ypu must spin engine higher than peak power rpm and when ypu ups rpm start from much higher rpm thanpeak torq rpm such gzample can be 🤔 i do t know what now on fast but let say something like hornet 900 which have peak torq at 6500 rpm and peak power st 9000 rpm os rpm limiter probabaly at 10500 rpm os and for fastest acceleration in hornet 900 ypu are always much higher on rpm than peak tprq 6500 rpm at bigesst diffrences betweeen gear lenght so from 1 to 2 gear obviously in h900 when ypu accelerste as fast as posibble and ups at 10 k rpm starting rpm start at 8 k rpm +/- faaaaar from 6,5 k rpm peak torq 😎👌🏻 dont check how precisellly is in this egzample with vrod and this other 117 inch h-d just saying that pesk power band is not defined as peak torq to peak power it can be in some egzample but its defentiellly not stifff regule it depend how rwpidly power increase bfore peak hp where on rpm is peak tprq how big peak torq is so inresults how much hp it generate at rpm where it is in regard to peak power level 👌🏻 and how rapidly power decrease above peak hp rpm - what we want in race is as much avg power as posiiblle and this often dosent match good with peak torq to peak power rpm but sometimes can it reallly dosent matter you achieve avg 100 hp from biger torq at lower rpm or from biger rpm at lower torq 100 hp=100 hp and those two setup will go head to head cos in race otherwise thannooob story say its not how power is delivery 🤭🫣 but its all about POWER LEVEL 👌🏻🍿

@@rageracing6435 why ? usuallly more torq engine on lower rpm is atleast not slower at launch and always easier to launch so or this simulator have some error or vrod weight distribution have better for faster launch = put more power to the ground without slide 👌🏻🍿

I input the whole engine output curves from actual dyno testing into the simulator. And you are correct during the simulated test just as in real life the engine rpm does not dip to reach peak torque if I remember right. It depends on the engine combination. Some like to get into peak torque area. Others like to stay above.

It is just a simulation so I would not be surprised if there is an error but the point I was trying to make is still there. As for big torque engine always being easier to launch, I take exception to that statement. High rpm engines can often put more torque to the ground with proper gear ratios plus there is more stored energy in the flywheel when the clutch is released. A lower rpm torque engine dies have a much wider range for errors during the launch. If things aren’t perfect the torque will pull you through it where a peaky high rpm engine could bog if not launched correctly. In either case when high horsepower is involved clutch management and traction are key to launching.

Yes, Exactly. Watch my other videos that explain exactly that. This is the continuation of a series I am doing.

yea except last egzample which isint so good as lack of knowledge people always can say but h-d is heavier 👌🏻😎 in fact its not only heavier but as well have biger drag and lil biger drive train losess than avg ss600 class 😉👌🏻 but assuming we put ss600 engine in h-d frame + conect it woth perfect gearing which include 1 gear lenght in regard to whole new biger resist so obviously 1 gear instead of hit 110-120 km/h on rpm limiter 15-16 k rpm os must be setup more like on 70-80 km/h on rpm limiter or even shorter for achieve grip border at launch 80 at 15 k rpm be good for 400 kg with rider for feg gsxr 600 engine which have 67 nm at 11500 rpm what mean 61 km/h whatmean lil over 400 kg force at tire =around 1 G should be enough for road tire stock weoght distribution asf 👌🏻 + perfect gears quantity and diffrences between gear lenght for maintain rpm closest to pesk power rpm through whole race distance it will 100% smoked in drsg race stock h-d torque rich version with weaker topend like millwoky eight 107 feg or even 114 which have 155 nm 92 hp crank vs ss600 67 nm 120 hp crank 👌🏻🍿though dont know who from customers would like to have more ss600 stock engine in fatbob114 🤭 defenitelly not me 👌🏻 but yea assuming this setup which im subscribe in drag race no chance for 107or 114 👌🏻🍿

Yes. You are correct. Just as I spoke about in the Racing Class #2

Exactly. I think you would like my other videos where I talk about exactly that.

Thank you for the comment!

Thank you!

Brett Lasalas Coyote Mustang proves otherwise. His 3,000 hp tt Coyote Mustang beat the BB pro mods this spring @ Sick Week winning overall and setting the radial drag and drive world record. He was quicker and faster than any BB making similar hp.

it dosent work like this feg 1/4 mille drag race is all about acceleration right or not ? 😉 offcorse it is vehicle which will accelerste faster through those distsnce will win race 👌🏻 so if you write torque is accelerstion than feg 🤔👉🏻 h-d fat bob 114 which have 155 nm at crank from 1868cc dispalcement with stroke 114 mm should beat vrod which have only 120 nm from 1247 cc stroke 72 mm 👌🏻 both weight the same around 310 kg but… its vrod which beat fatbob over quartermille distance 😉👌🏻 why ? cos vrod have much better topend power 👌🏻 120-125 hp depend on version vs fat bob stock is 92 hp ,vrod have much worse lowend cos it have at low rpm much less hp/nm than fat bob but in racing for max acceleration as long as each version will have perfect or close to perfect gearing topend power win all the way on accelerstion in each posible scenario like take ofcorner as long as thers enough grip or on straight from stop or roll , fat bob 114 in best attempt can do 12,8-12,9 sec at around 100 mph terminal speed (with typical size weoght rider of such bikeit probably be unable to go under 13 sec et 👌🏻) vs vrod 11,6-11,7 sec at 115-118 mph in drag racing world thats significant diffrences at finish line vrod be like 20 lenght of bike ahead 👌🏻🍿

@@chadkent1241 please don't compare sick week contenders. No matter how you spin it. Those vehicles are like playing Russian rullet. Go or go boom.

Thank you. So far these videos I’ve made have been just a warm up to deeper understanding of the engine. I’m not breaking new ground by any means. Just sharing what I’ve learned.

Exactly. I covered just that idea in my Racing Physics Class #2 video.

Sweet as mate.. I'll give it a watch when I get home. Cheers.

torque the only thing we can make 🤐🫣 but torque come from crank throw and avg force work on piston roof so maybe only think we can make is force or crank throw or maybe rpm is the only thing we canmake ? 🤐 but wait force is efect of „explosion in combustion chamber airfuell mixture so maybe the only thing e can make is ignition of this mixture or the only thing ee can make is ….asf welll whatver ypu want to explain this topic to yourself fact is that feg yamaha mt03 42 hp 29 nm 100% beat at drsgstrip royal enfield continental 535 gt 29 hp 44 nm assuming we leveled diffrences in weight (535 gt is 20 kg os heavier) be heavier 20 kg +/- driver on mt03 👌🏻 also fact is that vrod 125 hp 125 nm beat on quarter mill fatbob 114 92 hp 155 nm and feg derestricted zx4 rr 39 nm 77 hp beat me cb 500 pc26 47 nm 57 hp at wwuartermille be a mille 😉👌🏻🍿 so whatever ypu want explain this to ypurself more power full engine with less peak tprq at perfect gearing always smoked in racing dosent matter at straight or with corners engine woth less power and more torque 👍🏻so power defentielly mean something i quees 😉👌🏻🍿

@mociczyczki correct, sir.. if I read that correctly. Torque is a result of the work done in the combustion chamber, so fuel and ignition must be correct. Crank throw, and that counts for sure. Power does count... big time. But it's a calculated number based on torque and rpm. It tells how much work an engine is doing. If you make more power you will go faster for sure, all else been equal. How do we have more power.... we make more torque or push said torque higher in the rpm range so we can do more work per minute. Ultimately we are all chasing more power(I think.) .. but it's torque and rpm that get us there. My wrx makes 900 plus horsepower at 9250ish rpm. My friends wrx makes 775hp , but he makes more torque. I mostly always win in quater mile... except when I change from first to forth..haha..

@@gfarnden56 power how much work per unit of time can be done 😉👌🏻 that explain everything engine are makes for generate enough power for specified aplication if engine will not make enough power it will not make work enough efficient /on time aircraft without enough power in specified weather circumstances will drop down 😉👌🏻 or packageon big truck will travel 1 week on 100 km trip on highway with 10 hp os dosent matter how big torq it would have or how big rpm engine will spin /on how high rpm it be work woth shortest gearing ever ot will tow those package like 🐌 as long as it will not generwted enpugh power 👌🏻 how it produce it exluding economical reasons and or in regard to hobby as bikes asf excluding preferention specifieed customer it dosent matter as long as goal is only PACE in which specified work must be done on racetrack or road whatever 👌🏻 once we go into preferention region and economical reliability racing regulations asf at this point alll many resons start matter 👌🏻 but its power which makes work done in required time frame not torque or gearing or rpm .imagine moto gp bikewith 1 mln nm at engine crank but 1 hp max 🤭it be double be 275 hp 120 nm avg moto gp bike on first circle 🤭👌🏻 or imagine 1 mln rpm the same moto gp bike with shortest gearing posiible also with 1 hp the same story it be double on forst circle 🤭👌🏻 imagine 1 mln nm 1 hp truck engine it be so slow that avg 100 years old pedestrians walk with 2-3 km/h will overtake it like chiron at full speed on autobahn donkey with trailer 🤭👌🏻 the same truck with 1 mln rpm engine (when i write 1 mln rpm i mean thers pewk power 👌🏻) with 1 hp with supershort final gear ratio the same story 👌🏻 avg egzisted engine truck with let say 2500 nm only and 400 hp or 3000 nm 500 hp whatever they got there somewhere sround those numbers anyways will make from it windmill 🤭👌🏻another good egzample is 100 kg person on bicycle with pedal throw from axis of rotstion 0,2 m let say how much torq he can genersted ? 100x9,81 x0,2 m almost 200 nm including dynamique push wpfrom legs even more but let assume this 200 nm vs feg me cb 500 with 47 nm max at crank at quarter mille 🤐 this person on bicycle with 200 nm or even more when push max dynamique on pedal while try accelerste as fast as posible will have 0 chance in drag race against any avg bike dosent matter how he be operate gears how many he wpuld have those gear and how they will be geared with 1-2 hp peak power he be on like 100 metres os while feg me cb cros finish line at 400 m around 👌🏻 basically such oerson on such bicycle csn in short burst generste more tprque than new rocket 3 at crank 👌🏻🤷🏻‍♂️🤭 and its like 3 times lighter with bicycle than rocket 3 but can he beat rocket 3 in any typical performance test at straight ? NO-not even close 👌🏻 …. so theme is prety simple thers not enough power? thers 💩 😁👍🏻🍿

you sure mate? im thinking you are gonna have a hard time explaining that to the f1 car and bike engineers. Also top fuel and almost any other high power engine all rev to the moon

@gfarnden56 F1 and Top Fuel ? In the real World....forget about high rpm for making HP. Please remember....when Alonso won the F1 championship....his Renault engine went to 18,000 rpm.......2000 rpm less than The Schumacher Engine..... Less RPM....less Friction.....less HEAT........ LESS RPM is cheaper,better and faster. Torque is the ability to do work. Power is WORK done in a given time. Power doesn't exist....it's a CALCULATION Using More RPM to make HP......is actually a mistake... . Never saw YOU at the Seminar....'hiw to make HP'....

You are right. More RPM does mean more friction. But more RPM also can use higher intake velocities with proper intake, heads, and so on to ram more air into an engine increasing volumetric efficiency well beyond 100%. It’s a matter of diminishing returns as to when friction finally wins out. I’ll cover those concepts in future videos.

@@rageracing6435 more rpm....costs more money....pointless.

I respectfully disagree, but if you found a combination that gets you down the race track that you are happy with then keep doing what works for you. That’s the cool thing about motor sports is the variety of ideas put into practice.

It's more like "sprocket science"!

im with you mate.. i also noticed you explained gearing and ratios quite well and never mentioned horse power, only torque and rpm...lol.

@@gfarnden56 Just to be clear I only mentioned torque and RPM because the 2 engines compared in video were close to same HP. I'm kinda in the happy middle ground as I find engines have a tendency to eventually get chewed up with to much RPM, but the engines with too much stroke create a lot of friction, not to mention needing heavy metal to balance more likely. I do tons of machine work for racers and I've seen it all. I just have a 600 hp engine in my car and it keeps on running and I have lots of fun. I will say it's great watching the really fast cars tho.

What type of car do u have?... I have a 900whp wrx... its great fun.

@@gfarnden56 82 Camaro 355 SBC. It's all the fun I need. Many of my clients I do their machine work on are in the 1500 to 2000 hp at the flywheel.

Thanks for the comment and that is actually an excellent question I've been waiting for. For one reason the chassis dyno always measures horsepower. It takes a transfer of energy to accelerate a heavy mass up to speed. That energy is horsepower and the heavy mass is the dyno drum. The dyno does not measure torque directly. The Chassis Dyno calculates Torque at the engine. The dyno computer keeps track of how quickly the drum is accelerating and calculates how much horsepower is being delivered to make that acceleration. The dyno computer also reads engine RPM while accelerating the drum. The mathematical formula for finding Horsepower is (Torque X RPM) / 5252. Just the same the mathematical formula to find Torque is (Horsepower x 5252) / RPM. The dyno computer knowing the horsepower being put into accelerating the drum and reading the engine RPM at the same time does the calculation and shows you your torque output at the engine. Not at the wheel. If you run a car or bike or anything on a dyno whether you run in 1st gear, 2nd gear, 3rd gear or any possible gear you will always get the same result for horsepower and torque (minus things like frictional drag and differences in accelerating your own drive line). Try it. But you know 1st gear accelerates faster than 5th right? So what is going on? The chassis Dyno directly measures Horsepower. Your engine always makes the same horsepower no matter what gear you are in. The chassis dyno reflects this. Torque = (Horsepower x 5252) / RPM . As you run on a chassis dyno in 1st gear you have tremendous amounts of torque going to the wheel and the dyno drum because of the torque multiplication of your 1st gear. Thats why its easy to spin the tire on the drum and you can really get that drum moving fast as your engine hits redline super quick. Now go up to 5th gear and make a run. Now your tires are going a lot faster. The drum is spinning a lot faster but it takes a much longer time to rev out the engine. You are putting much less torque at the rear wheel because of the lack of torque multiplication from being in 5th gear but since the drum's (and your tire's) rpm is much faster using the above formula the Torque calculated at the engine is still the same. I recommend watching my other video about Torque vs. Horsepower. As an interesting side note. A engine dynamometer directly reads torque and uses the same calculation above to figure horsepower. So its exactly the opposite than a chassis dyno. I hope this answered your question.

@@rageracing6435 odd... I'm busy doing the ratios in my gearbox..lol.. I'll watch it for sure.

whats the weight difference between the 2 units?

@@Bristolcentaurus The weights of the two motorcycles in the example ran through the drag racing simulation program was identical. If i remember correctly the total weight was 825 pounds representing a 650 pound motorcycle and a 175 pound rider.

The length of arm is compensated within the unit ft lbs.

@f.f.s.d.o.a.7294 only if you are applying the force from the end. Like if the force is being applied at the tire. The force is being applied from the sprocket and being measure a distance away from thr sprocket and therefore would be less.

torque is not measured it is calculated 😉👌🏻 from force and arm lenght ,torque egzist only in axis of rotation when he calculated torque from gear reduction it directly calculated torque ypu dont need tocslculated anything else 👌🏻 what he dont take i to considerstion is drive train losess ,but thats diffrent story .

Thank you for the comment! What got me through my Highschool and college Physics classes was mentally applying everything I was learning to drag racing my car. Thats the red Camaro from the video. Growing up as a gear head and having a basic understanding of what was going on in automotive applications sure made those classes much more entertaining and easier to pick up.

I have modified and tuned V-rods as well. I like V-rods. But by far not the fastest things I’ve built that was American made. Keep watching. I plan to resurrect this channel soon. Put some good content on it.

@@rageracing6435 do a turbo v rod project bike from scratch…or anything turbo from scratch!

Ive got some knowledge on turbos. I don’t like them on v-twins. What I do like and have experience building is v-8 roots style supercharger engines. If I had to build a v-rod turbo engine I would convert it to methanol to take advantage of the compression of the v-rod engine and cooling properties of the fuel so no intercooler would be needed then I would run boost to around 25psi to 30psi. Power at that point would enough to shatter the clutch basket and probably any part of the transmission and probably the bottom end (but I could be wrong). My feeling is if the Destroyer can run in the 8’s with naturally aspirated then the turbo is not needed.