With the re-opening of G-Force as a retail shop and engineering services provider, G-Force Engineering Development has expanded our horizons to include all kinds of racing bikes, Vintage or Current, and engineering services to all kinds of industries besides Motorsports. Please follow us on Facebook to keep up with all the fun projects we're involved with.
GRAND OPENING
After Years of working for the OEMs, and moving around California, Mike Norman has settled in the Sacramento, California area, and has re-opened G-Force as a retail motorcycle performance shop. In addition to the usual motorcycle race engine development, G-Force now performs all types of engineering services for all industries. Services include, but are not limited to:
Our new location is:
11321 Trade Center Drive
Unit 215
Rancho Cordova, CA 95742 USA
+1(916)469-9213
mike@mngforce.com
www.mngforce.com
Our hours are:
Tuesday~Friday 10:00am to 6:00pm
Saturday 10:00am to 4:00pm
Sunday-Monday CLOSED
GET THE HEAT OUT:
For years, we struggled with getting the heat out of the engines. Afterall, horsepower IS heat. We first ran stock radiators, but were quickly overheating. Then, we ran RadTech radiators, which helped a bit, but still overheated on hot days. Later, Michael Ruhl started offering hand-built radiators from a gentleman named Gerd. We have been running those radiators for over a decade with great success, however the radiators had some issues.
The main issue with the Gerd radiators was price. They were not cheap. The next issue we had with the Gerd radiators was availability. Each order would take between 6 months, and one year to get. And, the final issues we had with the Gerd radiators were some clearance issues. So, with the announcement of our new G-Force racing radiators, we can address all of those issues. Our new radiators will be made in a large batch, in which I should always have inventory. They will be made to stringent quality standards in China. So, not pennies, but not breaking the bank either. Lastly, by designing them myself, we have addressed all of the issues we have run into with our experience.
After a long trail of trying to find the right vendor that could make the radiators at all (you would be surprised how many places turned me down due to the shape, or the curved cores), or make them at a reasonable price, and make them in some resemblance of quality. I believe I have found the vendors. Now, I have scanned the originals, and have created CAD models that take our clearance issues into account, and I am working on the final drawings now. It won't be long until I have the test sample in hands...and on bike...to see how they work.
Stay tuned....
After substantial testing, G-Force is excited to announce the release of a new performance upgrade. Our performance Intake Valve Kit substantially increases flow, and adds durability to your valve train. This upgrade is offered as a complete kit only, because all components require one-another to work correctly. The kit contains the following:
23.5mm Stainless Intake Valves with a 4.0mm Stem. The heads of these valves are +1.0mm oversized from the stock valves. In addition to the oversized nature, the shape of the valves has been relentlessly tested on the flowbench for the maximum rewards in airflow, without a loss iv velocity. The stems are reduced from 4.5mm to 4.0mm. like all modern sportbikes. This reduction in stem diameter opens up the volume and Cross Sectional Area of the port for, again, more airflow. This modification does require the special guides below. The keeper groove in the Valve Stem has bee carefully designed for a tighter hold of the valve keepers for less movement at higher rpms. The chamber-side of the valve head has been made flat for an increase in compression. And, you will notice the nice golden color. This is a Titanium Nitride (TiN) coating for added lubricity of the Valve Stems, and durability of the Valve Seats.
As mentioned above, these special guides are required for the valves to work in the NC30/35 heads. Made from Manganese Bronze by Kibblewhite Precision Machining, these guides are designed for maximum heat transfer, and lubricity, while remaining durable. They are custom designed by G-Force Engine Development to adapt the NC30/35 head to use 4.0mm valve stems, and have a reduce height for use with higher-lift camshafts. The nose of the guides has a significant bullet shaped cone for maximum support, with minimum obstruction for improved airflow.
The Outside Diameter (O.D.) of these Guides is designed to install directly into the original Guide Bores in the NC heads, with a very slight additional interference-fit than the stock Guides. We recommend heating the head, while at the same time chilling the guides in Liquid Nitrogen to install. We also recommend making a special installation tool to help set the installed height of these guides to our recommended height.
Heat dissipation and durability are of primary concern for our race engines. Therefore, we include special valve seats made of Moldstar 90 Copper-based alloy for our Titanium Valves, and Nickel Aluminum Bronze for our Stainless Steel Valves. The O.D. of these Seats are designed to press right into the original bores in the NC Heads, with a very slight additional interference-fit than the stock Seats. We recommend heating the head, while at the same time chilling the guides in Liquid Nitrogen to install.
Once installed, we apply a very special profile, only able to be applied by a Newen Single-Point CNC Valve Seat Cutter. However, if you are installing yourself, almost any profile can be applied depending on the machinery you have available to you. As with our Valve and Port shapes, our Valve Seat profiles have been painstakingly designed on the airflow bench for maximum airflow gains.
Although Stainless Steel is the most common, affordable aftermarket valve material, it is slightly heavier than the OE Steels that valves are made from. Therefore, to offset the weight of the valves, it is necessary to reduce the weight of the valve train again to work with the stock valve springs at the stock redline. Also, with the switch from a 4.5mm Valve Stem to a 4.0mm Valve Stem, it is necessary to use the smaller Valve Cotters for the later model Honda Sportbike engines.
The G-Force Engine Development Titanium Valve Spring Retainers solve all of these issues. Designed specifically for this Valve Kit, these retainers are designed for a tight snap-fit to the stock NC Valve Springs for reduced movement and unwanted harmonics. The center tapered bore is designed for the 4.0mm Honda OE Valve Cotters. And, they retainers are TiN coated for additional Stiffness and durability.
Similar to the Valve Spring Retainers, G-Force Engine Development has also designed new one-piece Valve Spring Seats. Made from Hardened Tool Steel, with a rust-preventing black-oxide coating, these seats are designed to reduce unwanted movement and harmonics from the Valve Springs, effectively allowing the springs to work more effectively. By holding the springs more tightly, and not being allowed to move around themselves, they are able to prevent these unwanted harmonics from acting upon the springs, which reduces their intended capabilities. Therefore, it's like installing a slightly stiffer spring, without the added losses do to friction. This keeps the valves in better control than the OE setup, without added expense or other complications.
Finally, to complete the kits, we include the Genuine Honda Valve Cotters and Valve Guide Seals for the 4.0mm Valve Stems.
Each Custom Stainless Intake Valve Kit comes with everything listed on this page for $1,395.00 Plus Shipping & Handling. We do have a limited number of kits on stock, and available for immediate shipping.
G-Force is excited to offer Inconel direct replacement Exhaust Valves for the NC-30/NC-35. These valves are designed with durability in mind, as new OEM Exhaust Valves are not available, and these valves take some of the most abuse of any component in a race engine. Steel is the material of choice for most OEM valves. Stainless is the go-to material for the aftermarket industry. However, in the extremely high-heat application of the Exhaust Valves, Stainless doesn't seem to hold up for very long. Therefore, a Super-Alloy such as Inconel is required for any durability. Where Stainless Steel Valves can hold up to temperatures of approximately 1200C, Inconel can hold up to that same temperature with far less creep (deformation due to softening).
Our Inconel Valves are made by Kibblewhite Precision Machining, one of the world leaders in motorcycle valve manufacturers. As such, they are made from the finest choice of materials, with a Chrome Plating on the stems for lubricity and durability. The valve faces are made nice and wide for good heat dissipation. The Keeper Grooves are made with a narrow groove for tight locking with the cotters. And the heads are dished to reduce the weight as much as possible, without losing compression.
Available by special orders only, the retail cost may vary between orders depending on qty, and material supplier's current prices. Currently, these valves are $100/each, with a minimum order of 8 valves, and no maximum. Please allow 3 to 5 weeks for completion.
As Inconel is a more dense material than the OE steel, these valves do weigh more than the original OE Valves. Therefore, we highly recommend our Titanium Valve Spring Retainers to help offset this weight gain at high RPM. Also, we highly recommend our custom 4.5mm Bronze Guides for best wear and heat dissipation characteristics. Please contact us to inquire about these for the 4.5mm Valve Stems.
FUEL INJECTED NC450V SUPERBIKE
That's right. Our ultra-cool, very special, only one in the world like it 450cc Fuel Injected NC450V Superbike is for sale! Be the only one in the world to have this full-blown MotoGP Replica Racebike/Trackbike. Everything on this bike is custom, one-off, very trick "piece of kit". This bike has been the subject of all of the development successes you've seen in this Blog, as well as a plethora of others you haven't seen yet.
SERIOUS INQUIRIES ONLY mike@mngforce.com
FRONT END:
The front end on this bike is nothing short of the very best components on the market. Some components are the same as those used on World Class Racing machinery. Based off the 2008 Generation Honda CBR1000RR, but the only thing that comes from Honda is the steel Axle (Titanium in the works). This front end consist of:
REAR END:
Like the Front End, the rear end of the bike has every possible high-performance goody you can imagine. Based off the Rumi Honda RC-30 Superbike rear end, and the Honda RS250 GP bike, maximum weight reduction was the goal for this rear end. The components consist of:
VALVE TRAIN:
G-Force Engine Development is in the process of re-designing and quoting another batch of very high performance Valve Train Components. We are looking to make Valves, Valve Seats, Valve Guides, Valve Spring Retainers and Valve Seats. With valves, since we are going with custom pieces, we have a lot of options. Here are photos of the last round of pieces we had made. The new parts would be very similar, but with minor improvements from lessons learned over the years.
In around 2007, we had Titanium valves, Bronze Guides, Beryllium/Copper Seats, Aluminum Spring Retainers and new steel Valve Spring Seats made for our valve train. I have one other customer serious about valve train, and I had a 3rd inquiry at the same time you contacted me. I'm sure my customer in the UK that funded the 56mm Cosworth batch would be interested in a couple of sets of custom valve train parts. So, that gives me just barely enough people to seriously consider getting this going again.
Titanium Valves were chosen for obvious reasons, and maybe some that aren't so obvious. Titanium has an extremely high tensile strength compared to steel for the same dimension.
Bronze Guides were chosen because they are the preferred material to run against Titanium valves.
Copper Bronze Valve Seats were chosen because they are the preferred material to run against Titanium valves.
Aluminum Valve Spring Retainers were chosen to get the lightest possible spring retainer.
Steel Valve Spring Seats were chosen because it is not necessary to use any more expensive materials in this application.
ALTERNATIVES:
Stainless Steel Valves:
PARTS:
COSTS UPDATED January 26, 2022
$2,800.00 TOTAL for Intake side parts ONLY
$900.00 TOTAL for Intake side parts ONLY
$1,300.00 TOTAL for Intake side parts ONLY
Cosworth 414cc & 428cc Kits are ON ORDER NOW!!!!!
Ready for shipment April 2022! contact me
It's been a long wait, and many people probably had their doubts it would actually happen (unless you know me well enough to know I do what I say I will). But, G-Force now has a limited number of NC-30/35 Piston & Rod kits available for immediate shipping.
Cosworth Ltd has a long history making Formula-1 racing parts since 1958. When I entered the motorcycle roadracing scene in the mid 1980s, Cosworth was making pistons for sportbikes far superior to anything else on the market. Every time I tried a cheaper alternative from the mainstream brands I experienced some sort of failure. I have been able to trace every failure back to the pistons. Therefore, I set-out to have only Cosworth make the pistons for our NCs since 2009 (wow, almost 10 years).
414cc (56mm Bore) Kits: (only 5 sets available in this configuration)
The 414cc piston kits in Standard Rod Length, with rings, will be shipped to Rick Oliver for sales in the UK as the racing rules there dictate the smaller bore size more than here in the U.S.A. If you are interested in these, please contact Rick at ricknc30@gmail.com
These pistons are worth approximately 5hp gain at the rear wheel over your current state of tune.
428cc (57mm Bore) Kits: (only 1 set available)
These pistons are worth approximately 8hp~10hp gain at the rear wheel over your current state of tune.
The 428cc kits are also available in the HRC configuration pin height, which is designed for a +3mm longer connecting rod (which we have available as well). The longer rod reduces angular loading against the cylinder walls. This reduces wear, and reduces friction - which, in-turn, results in slightly more power. Also, the longer connecting rod changes the rotational geometry, adding a longer dwell-time at BDC for better cylinder filling, which also, in-turn, results in slightly more power. This is, of course why HRC released their racing kits in this configuration, so we are as well.
These pistons are worth approximately 10hp gain at the rear wheel over your current state of tune.
DLC Coated Pins:
In our very-high-output 450cc engine, we saw wear on the wrist pins not seen before. We are making 30hp+ more than stock. So, in order to keep those pins alive, and keep the rest of the pins alive basically forever, I chose to get these pins DLC coated. This should prevent any galling, seizing or tearing due to excessive heat, power loading, or oil flow issues (temporary). The cost is a little higher, but it will pay for itself down the road.
Carrillo racing rods:
We also have G-Force Engine Development specification racing rods, made by one of the world's best connecting rod manufacturer, Carrillo Industries. Carrillo is another one of those companies that has produced nothing but exemplary racing parts in their history. Therefore, we only source our racing connecting rods for the NCs from Carrillo Industries. Carrillo rods simply to not break. If you experience a rod failure while running a Carrillo rod, I can guarantee the problem stemmed from somewhere else, and the Carrillo Rods were simply collateral damage. I can make this statement with just about 40 years of experience with their rods.
These rods have been developed by G-Force Engine Development to deliver the best performance available from a connecting rod, while increasing the strength, durability and reliability of your Racing Engine. The weights have been optimized for decreased loads on the crankshaft and engine bearings, while increasing the acceleration of the engine (due to lowering the mass & inertia of the components).
STANDARD ROD LENGTH: (414cc available in this configuration)
The Standard length rods are designed to be an insurance policy for those running stock pistons, pistons from another manufacturer, or our highly-optimized Cosworth racing pistons. They have been optimized for increased strength, durability and reliability
HRC RACING ROD LENGTH: (428cc available in this configuration)
These rods are manufactured to G-Force specifications to exceed the +3mm longer HRC F-III Racing Kit specifications. They have also been optimized for increased strength, durability and reliability, while adding the extra performance advantages described above.
Piston Rings:
Our Cosworth pistons were designed around the Yamaha +1mm Oversized (57mm) Yamaha FZR400RR rings. Unfortunately, the rings are no longer available from Yamaha. So it was only through a long trail of connections, in a step-by-step process that took nearly a year of calls, e-mails and waiting, I finally got an agreement and then an order accepted, for OE-level (or better) rings for these pistons. The rings should ship the end of August, arriving the beginning of September. If you want TiN or DLC coatings, please expect another 4-6 weeks for processing.
Modified OEM Head Gaskets: (Available On Request)
The 57mm bore size does require the head gasket to be opened up for clearance. G-Force has the fixtures and CNC machinery to make this modification to your OEM Head Gaskets for a more precise and easy installation. We will also be sourcing OEM head gaskets to have them available when you purchase your piston kits. This may take a month or so to be ready. Please contact me to let me know if you want to get the modified gaskets when you order your piston kits.
PRICES: See Mike Norman for details
Cosworth 414cc Kits $1,800.00 USD with DLC pins and Circlips
(piston rings are NOT included)
See Rick Oliver for Details
Cosworth 428cc Kits
HRC Pin Height $1,800.00 USD with DLC pins and Circlips
(piston rings are NOT included)
* REQUIRES HRC LENGTH RODS
Carrillo Rod Kits
Standard Rod Length $1,750.00 USD
HRC Rod Length $1,750.00 USD* REQUIRED FOR HRC PIN HEIGHT
Piston Rings
FZR400RR +1.0mm O/S $240.00 USD Per Engine Set ($60.00/Cylinder)
TiN Coating $80.00 USD per Engine Set ($20.00/Cylinder)
(This should add 2x to 3x the life of the rings)
Head Gasket Modifications $75.00 USD per Engine Set contact me
Even MORE Breaking News!!!
Have you been trying to find engine bearings for your NC-30 or NC-35, and are being told the parts are "No Longer Available" (NLA)? Well, Honda may no longer care about your NCs, but G-Force ABSOLUTELY cares.
It has been a very long road to find a vendor that would even be interested in making quality bearings at volumes less than 10,000 to 100,000 parts per year. I reached out to all the big players: Clevite, Mahle, Taiho, Vandervell and Daido and a half dozen others. The only responses I got were from Vandervell and Daido. Vandervell was interested, and very accommodating, but said the size of our bearings fell outside of their high-volume process, so the costs would be higher. They quoted us, but the quote was painfully high. However, if no other bearing company was willing to step up, that would have been our only choice if we wanted to keep our bikes running.
However, I then received a response from Daido Metal USA. They have a Race Engine Bearing division that caters to guys like us. Smaller volumes run at higher quality specs at reasonable costs. Oh, and....it turns out that Daido Metals in Japan just happen to be the Original Equipment Manufacturer (OEM) for Honda motorcycle bearings. So, we can rest assured, these bearings will meet...or EXCEED OE Quality.
Yesterday (31-Oct-2016), I met with the Sales Engineer to finalize the deal, and handed him our Purchase Order for 400 Rod Bearings (+100 test bearings of a higher grade overlay) and 400 Main Bearings, with the ability to order more when/if necessary. Current delivery is expected to arrive in my hands by the end of January 2017, ready to ship to anywhere in the world Early February 2017. I have ordered every color code ("Grade") of bearing originally made by Honda. However, we have asked them to focus on the Brown Rod Bearings and an even spread of Main Bearings as some bearings are still available from Honda (I assume until they run out).
HOW TO SELECT YOUR BEARINGS:
To order Bearings, Please send me an e-mail with the G-Force Part Number and the Qty you need from the chart below:
| Description | Honda Part No. | G-Force Part No. | Price/Shell |
| Bearing, Conn-Rod, BRN | 13224-ML0-405 | 13220-NCV-240 | $19.95 |
| Bearing, Conn-Rod, GRN | 13225-ML0-405 | 13220-NCV-250 | $19.95 |
| Bearing, Conn-Rod, YEL | 13226-ML0-405 | 13220-NCV-260 | $19.95 |
| Bearing, Main, Outer, BRN | 13314-KE7-013 | 13310-NCV-140 | $23.50 |
| Bearing, Main, Outer, GRN | 13315-KE7-013 | 13310-NCV-150 | $23.50 |
| Bearing, Main, Outer, YEL | 13316-KE7-013 | 13310-NCV-160 | $23.50 |
| Bearing, Main, Inner, BRN | 13323-ML0-721 | 13320-NCV-230 | $23.50 |
| Bearing, Main, Inner, GRN | 13324-ML0-721 | 13320-NCV-240 | $23.50 |
| Bearing, Main, Inner, YEL | 13325-ML0-721 | 13320-NCV-250 | $23.50 |
Also, for special circumstances, I have created some extra-thick Bearings. These will be used primarily for crankshafts that are undersized. This can occur if the crankshaft has been polished several times. Also, in the event of a mild bearing seizure, there may be an opportunity to polish it out and run thicker bearings. I have a collection of cranks like this that I might get polished up, and have bearings supplied with the cranks, as kits in the future.
I am also testing a new overlay for racing purposes to avoid some of the surface fracturing we have been seeing on our high-output race engines. This is caused by extremely high hydraulic pressure from the higher horsepower outputs that we have been achieving. This may be of interest to those running the Cosworth 414cc (56mm) and 428cc (57mm) kits we provide.
| Description | Bearing Thickness | G-Force Part No. | Price/Shell | Special Notes |
| Bearing, Conn-Rod, BLU | 1.506-1.510 | 132P9S-NCV-220 | $20.80 | These are a stronger overlay for Racing |
| Bearing, Conn-Rod, BLK | 1.502-1.506 | 132P9S-NCV-230 | $20.80 | These are a stronger overlay for Racing |
| Bearing, Main, Outer, BLU | 1.506-1.510 | 13310-NCV-120 | $23.50 | |
| Bearing, Main, Outer, BLK | 1.502-1.506 | 13310-NCV-130 | $23.50 | |
| Bearing, Main, Inner, BLU | 1.506-1.510 | 13320-NCV-210 | $23.50 | |
| Bearing, Main, Inner, BLK | 1.502-1.506 | 13320-NCV-220 | $23.50 |
CURRENT INVENTORY AS OF MAY 7th, 2022:
ALL BEARINGS IN STOCK. NO SHORTAGES
UK Customers Reach Out to Graeme France Racing - Andy Pocock
BREAKING NEWS! The 56.0mm (+1mm Oversized) Pistons are here!
After many months of waiting, the 56.0 mm Cosworth/G-Force pistons are here. These pistons have been completely redesigned from the 57.0 mm pistons, with a new dome to maintain the higher compression with the smaller bore. As with the 57.0 mm pistons, these have been designed by one of the biggest names in Motorsports racing in the world. They are filled with the same design and manufacturing tricks you see in Formula-1, MotoGP and WSBK components. I have been working with Cosworth for motorcycle pistons for decades, and am most happy about these little gems.
These pistons were designed to increase compression, reduce reciprocating weight and friction in the running engine. They are a "Slipper" design, which has a smaller, narrower skirt to minimize the amount of skirt area that is rubbing against the cylinder walls - which causes friction. They are also sprayed with Xylan, the green skirt film that you see in the photos. This skirt film is designed to reduce friction, and help keep the noise down during cold running. Additionally, they are a 2-ring design to reduce the amount of friction caused by that 3rd ring. A warning, they do burn a bit more oil than a 3-ring piston, so you will have to check your oil frequently to see what you consumption level is.
In addition to friction reduction, the Slipper design also helps reduce weight by removing unnecessary skirt material. Cosworth also looks at every nook and cranny to see where they can safely remove weight to lighten the pistons even further. These pistons weigh 85.0g compared to the stock RVF piston's weight of 97.5g. Add the 3rd ring to the scale and you see the combined parts push right up to 99.6g. Round that to 100g, and the pistons lose 15g of reciprocating mass at 15,000rpm. However, the weight reduction doesn't stop there. The wrist pin was also shortened to make it stiffer as well as lighter. This brings the pin weight down to 24.8g from 29.0g. Another 4.2g of weight shed from this quickly moving set of parts. With the piston moving at 21 m/sec (4305 ft/min) at 14.750 rpm, that equates to a loss in force against the wrist pin, rod and rod bearing of 1239 Newtons (278.5 Pounds). This not only helps the engine accelerate faster, but live longer.
These pistons are designed to maximize the power of your engine by utilizing all of the combustion chamber space as possible. The squish has been tightened up slightly and the valve pockets are slightly raised to take up excess room. With that, I cannot stress enough:
CAUTION!
YOU MUST CLAY THE ENGINE IN THE VALVE POCKETS AND SQUISH AREA!!!!!
If you do not, your engine could end up like one of ours:
When I said I have "Developed" these pistons, I meant it. This disaster was caused by me assuming that 1.5mm was enough Piston to Valve clearance on the exhaust. However, after tearing down this engine and diagnosing what happened, I apparently had the exhaust pockets 0.5mm too high. Therefore, what I though was safe (and the engineers at Cosworth concurred at the time) was actually not for our stock valve train. Now, after being able to see that the exhaust valves were just barely kissing the pistons (just enough to brush off the carbon, but not leave an imprint in the Aluminum) on the other cylinders that did not fail, I can tell you-with confidence- that the vales do float just under 2.0 mm at peak rpm.
The above carnage was with the Cosworth 57mm version 1 pistons. The 57mm version 2 pistons have been redesigned with valve pockets much closer to stock, and compression was found in other areas. Since the change to my mistaken assumption, there have been no other problems with the pistons. And, I have over 30 sets out there, all over the world. The 56mm piston dimensions are taken directly from the 57mm V2 pistons. So, I can say with confidence that they should drop in. But, that said, don't trust me. CLAY YOUR CLEARANCES!
You want the following clearances:
SPECIFICATIONS:
Pistons: Cosworth 56.0mm v1/G-Force Design
Bore: 56.0mm
Rings: Yamaha FZR400R STD size rings 1WG-11610-00-00 (Only uses the top ring and the oil control pack)
Bores: Stock Cast-Iron Liner - Bored to: 56.000mm to 56.020mm
Pin Height: Standard Length for 100.00 mm rod centers
Rods: Standard Rods acceptable. However, we highly recommend Carrillo "A-Beam, Sportsman" Rods
Compression: 12.35:1 or 13.90:1 with 0.5mm skimmed heads (e-mail me for shim kits as well)
Valves: Valve pockets enlarged on Inlet side only, for use with +1.0mm oversized valves. Exhaust pockets are stock size.
Gasket: OEM Honda. No modifications necessary
Max rpm: 15,000rpm
Expected Gains: Approximately 5hp throughout the power band - give or take, with proper tuning.
Cost: 2000 GBP with Rings. DLC Pins and Circlips
There were only 5 sets of these pistons made this run. There is 1 spoken for, and there are only 2 left up for sale as of 02-Jun-2022. 1 is in the USA, and 3 in the UK. There will not be another order of these pistons - EVER. This is it. This your only and last chance to get these 400cc class-legal high-performance pistons in your little 400cc rocket. If you are interested, please contact me for further information at mike@mngforce.com if you are in the USA, or other than the U.K./Europe. If you are in the U.K. or Europe, contact Rick Oliver at ricknc30@gmail.com
Neil Spalding: MotoGP Technology (*****)
Philip H. Smith: Scientific Design of Exhaust & Intake Systems (Engineering and Performance) (****)
Tony Sakkis: Anatomy & Development of the Grand Prix Motorcycle (****)
Kevin Cameron: Sportbike Performance Handbook (Motorbooks Workshop) (****)
John Heywood: Internal Combustion Engine Fundamentals (****)
J. Ryder: Honda's V-Force: The four-stroke V4's on road and track (***)
H. Versteeg: An Introduction to Computational Fluid Dynamics: The Finite Volume Method (2nd Edition) (***)
Internal Combustion Engine Handbook: Basics, Components, Systems, and Perspectives (**)