For 2011, we pulled out all the stops. We took everything we learned from the previous years and all the different bikes and we put it all together in one bike. In addition to Engine Development, we also applied everything we learned about the chassis to this bike, trying to make it the ultimate NC450V. We have also changed the looks by switching to the TYGA Performance RC211V Replica Bodywork, and incorporating a new Under-Tail exhaust to compliment the MotoGP styling. (Please see the NC450V Gen 6Ti 2011- CHASSIS Page for details on the chassis). The only thing that has not been applied to this bike is Fuel Injection.....Yet.
The basic engine configuration is the same as the NC450V Gen 5.3Ti. It has the same rods, the same pistons, the same cases, the same crankshaft and the same transmission. We have all the same REM/Cryo processed parts. In addition to these parts, we have ported the oil pump for slightly smoother flow (less parasitic drag of the oil moving around sharp bends). We have also added a Piston Oil Cooling System. This was quite the job and will be detailed on another page here shortly.
The piston oiling system brings oil from the main gallery through the front of the cases to the undersides of the pistons. It is used to keep the pistons cool and prevent them from becoming soft, as well as preventing detonation from elevated piston temperatures. Most modern Sportbikes, as well as high-performance cars (Porsche, Audi, Ferrari) all have them as stock. In the 1980s, when these engines were designed, there wasn't as much concern for them. Honda does incorporate a small piston oiling jet into the connecting rods, but those were eliminated in the Carrillo rods. So, we felt this was an improvement that was necessary for the longevity and consistancy of power delivery for our high-output engines.
This year, we will have the +1.0mm Oversized REV Stainless Steel Valves with the heads ported for the larger valves. These have not been installed on this engine yet, but have proven to show a definite increase in power across the board from our testing on the Mule (see graph on Right).
From our testing at the end of last year (still under the NC450V Gen 5.3Ti designation) we were able to achive our best-ever Horspower with the engine still using the stock valved heads, cams and complete valve train, as well as HRC modified VFR 32mm CV Carburetors. With regular 91 Octane pump gas, we were able to reach a clean run of 90.3hp (199.2hp/liter). With a can of old (been open for a couple of months) R-Tech "Pro-V" race fuel, we were able to bump that up 2~3hp through the mid-range with a peak of 91.3hp (201.1hp/liter) at the top. We estimate that we can reach 95.0hp (209.3hp/liter) with the new Big Valve Heads and Keihin FCR32V Flat Slide Carbs. We're very anxious to try these items as soon as possible.
SPECIFICATIONS (Gen 6Ti 2011):
Bore x Stroke: 57.0mm x 44.5mm
Pistons: Cosworth v1/G-Force Design (-1.25mm Pin Height)
Rings: Yamaha FZR400 [+1.0mm O/S] (2-Rings)
Bores: Bored Stock Cast-Iron Liner
Rods: Carrillo Ti "H" Rods (STD Length)
Crank: Marine/G-Force Billet Crank (2nd Generation) (REM Processed)
Cams: Stock VFR Cams with RLR Slotted Adaptors
Valves: REV +1.0mm O/S Stainless Steel Intakes
Valve Job: MMS/G-Force Spec with custom throat and chamber mods.
Valve Springs: Honda VTR-250 OEM
Valve Spring Retainers: Titanium Retainers.
Max rpm: 14,500rpm
Carbs: Keihin FCR32V HRC Racing Carbs
REM/Cryo: CryoScience Technologies
Oil Pump: Ported and REM/Cryo treated
Exhaust: Power Pro's Custom Undertail System
Race Fuel: R-Tech "Pro-V" Racing Fuel
Peak Power: 93.5hp with 91 Octane Pump Fuel. Waiting to test with "Pro-V"
Cost to Build: ~$20,000+