Serpent 710
11-22-2003, 11:29 AM
#1231
Originally posted by fastharry
No ones upset at serpent..(unless the cars take till March to get)..
back to the "710"....
No ones upset at serpent..(unless the cars take till March to get)..
back to the "710"....
11-22-2003, 11:39 AM
#1232
Re: circuit
Originally posted by lawndoggie
Hmmm from what I heard, there is the 1/10 world in 2004??
I was thinking why can't they make something like the F1 circuit?
A stop in UK, one in california, one in France, one in Hong Kong, and a few other countries.. and the total points winner gets the title!
Hmmm from what I heard, there is the 1/10 world in 2004??
I was thinking why can't they make something like the F1 circuit?
A stop in UK, one in california, one in France, one in Hong Kong, and a few other countries.. and the total points winner gets the title!
11-22-2003, 03:57 PM
#1233
Originally posted by lawndoggie
Anyway, here come my question
I got more dings on my pipe
Will have to try the freezer method... just curious as to what people use to seal the pipe before puting it in freezer? Thanks yall! [/B]
Anyway, here come my question
I got more dings on my pipe
Will have to try the freezer method... just curious as to what people use to seal the pipe before puting it in freezer? Thanks yall! [/B]
11-22-2003, 06:02 PM
#1234
.. and you need not plug any of the holes, i usually run the pressure line into the stinger, just so it will hold the water, stand upright freeze, repeat as ness.. sometimes lots of times...
in hotels i have just put a baggie with a binder around the stinger, stood up and froze
in hotels i have just put a baggie with a binder around the stinger, stood up and froze
11-22-2003, 06:41 PM
#1235
Roy U
Hows things
First off let me say I am not a spokesman for any engine manufacturer or indicating that they have issues with their product as these failures are in most cases caused by pushing the envelope of power output well beyond the origional design. let me also state that these occurances have been rare relative to sheer volume. and have occured on stock and modified parts.
Well heres what I can tell you, during mid 2001 there was an issue with the backs of cranks falling off occasionally on modified and stock engines. generally the upper section with the crank pin on it. The crack emenated from the root of the bearing where the crank seats in the inner race of the big bearing. Bottom line was that the radius of the root was too sharp. This appeared to get better in mid 2002 however during tha mid to latter part of 2003 as the 11MM crank was being phased out failures through the crank window began to appear and it was traced to insufficent case hardening with rockwell values checking very low on some of them and a lot of racers complaining of serious premature crank pin wear. Now with that said the RTO and RTU variants I was building are still competitive with what is being produced today so it is apparent I was pushing the envelope of the hardware very hard way back in 2000, however the field if flatlining and that is a good thing. the 11.5 crank came along for good reason. Most don't know that these cranks are cast and as close as my metallurgist can tell they are close to 1050 carbon steel as this gives way to a more defined counterweight shape. some of the others are machining billet cranks and you will usually see minimal counterweight profiles.
Theres my 2 cents on cranks, If I can be of service you know how to reach me.
PS congrats on a 2 finish at the regionals. Tommy P had a new RTU GEN5 BD version engine he intended to loan you but I think it showed a little late.
sorry everyone else for going off on a tangent
Hows things
Hey Motorman, I snapped the crank on my RTO in front of the counter weight. Any idea why it happened?
Well heres what I can tell you, during mid 2001 there was an issue with the backs of cranks falling off occasionally on modified and stock engines. generally the upper section with the crank pin on it. The crack emenated from the root of the bearing where the crank seats in the inner race of the big bearing. Bottom line was that the radius of the root was too sharp. This appeared to get better in mid 2002 however during tha mid to latter part of 2003 as the 11MM crank was being phased out failures through the crank window began to appear and it was traced to insufficent case hardening with rockwell values checking very low on some of them and a lot of racers complaining of serious premature crank pin wear. Now with that said the RTO and RTU variants I was building are still competitive with what is being produced today so it is apparent I was pushing the envelope of the hardware very hard way back in 2000, however the field if flatlining and that is a good thing. the 11.5 crank came along for good reason. Most don't know that these cranks are cast and as close as my metallurgist can tell they are close to 1050 carbon steel as this gives way to a more defined counterweight shape. some of the others are machining billet cranks and you will usually see minimal counterweight profiles.
Theres my 2 cents on cranks, If I can be of service you know how to reach me.
PS congrats on a 2 finish at the regionals. Tommy P had a new RTU GEN5 BD version engine he intended to loan you but I think it showed a little late.
sorry everyone else for going off on a tangent
11-22-2003, 10:15 PM
#1237
Motorman, what is your opinion on the type of hp numbers claimed by Trinity /Novarossi on the new .12's ? I have seen postings of 1.9 hp. To me, that sounds very optimistic and I immediately suspect a marketing move to boost sales. Any truth behind these numbers?
11-23-2003, 10:12 AM
#1238
honestly I don't see where they have been listing that, trinitys site lists the 5 port NS at 1.6 which I believe is pretty close. Personally I believe 1.7 is the upper limit we can ever expect. I always had 1.6 numbers predicted for my stuff on an RTU 3 port. If your seeing numbers higher than that printed I would not expect that they are comming from Novarossi. They must be comming from somwhere else. remember trinity had serios listed with some really high numbers once and remember all the sudden they went down. what do you think!
11-23-2003, 11:06 AM
#1239
Tech Rookie
NovaRossi claims 1.55 HP for the RS12T5.
A magazine called R/C Nitro dynoed it and found 1.54 HP.
LIARS I TELL YA!
Seriously, if Nova claims 1.6, I tend to believe it. If Trinity claims 1.8 for a Sirio and 2.0 for a Sirio outlaw I automaticly assume it's PP not HP (Pony Power)
Anyway, RS12T5 results are: 1.54 BHP (1.13 kW) at 28,500 RPM and 61 oz.in (0.424 Nm) of torque at 22,000 RPM
A magazine called R/C Nitro dynoed it and found 1.54 HP.
LIARS I TELL YA!
Seriously, if Nova claims 1.6, I tend to believe it. If Trinity claims 1.8 for a Sirio and 2.0 for a Sirio outlaw I automaticly assume it's PP not HP (Pony Power)
Anyway, RS12T5 results are: 1.54 BHP (1.13 kW) at 28,500 RPM and 61 oz.in (0.424 Nm) of torque at 22,000 RPM
11-23-2003, 12:44 PM
#1240
the realistic prediction is pretty easy to extrapolate given that .21 upper power levels are well documented (with dyno results, F=MA inertia type)in the range of 2.8 hp. this equates to .13 hp per .1 cc dispalcement. this value times .12 would be 1.56 hp. now we already know that the 21's are real close to the upper limit however I have seen numbers higher than that (3.2)on higher percentages of nitromethane. so unless some quantum leap in design technology befalls the 12 engines of the day 1.6 is the realistic upper limit in my opinion for our applications on 30% to 40% fuels given timing numbers similar to 21's such as the R1 WC
I feel some .12 engines exist in the very low 1.7 range but they are not production engines. thats all I have to say on that
I thought PP stood for Purchasing Propaganda
back to the thread at hand 710
I feel some .12 engines exist in the very low 1.7 range but they are not production engines. thats all I have to say on that
I thought PP stood for Purchasing Propaganda
back to the thread at hand 710
11-24-2003, 02:10 AM
#1241
Motorman: I have a silly question for you regarding direct air induction? Is this any advantage for nitro power cars at all? I have never seen anyone do it, wondered as something to have a play with what effect it would have if any? Look forward to hearing from you shortly.
SN
SN
11-24-2003, 08:19 AM
#1242
Hmm, I will have to find out where I saw the 1.9, but 1.6 sounds more realistic, I'll take that any day....
Thanxs for the comments Motorman.
Thanxs for the comments Motorman.
11-24-2003, 10:27 AM
#1243
Hope the 710 ic even close to as good s the 950R
If the 710 is as much better than the MTX3 as the 950R was for me right out of the box than my MRX3 all I can say is WOW! Cannot wait for this bad ride! 2004 will be a very good Serpent year.
11-24-2003, 12:24 PM
#1244
Originally posted by fmolzer
Hmm, I will have to find out where I saw the 1.9, but 1.6 sounds more realistic, I'll take that any day....
Thanxs for the comments Motorman.
Hmm, I will have to find out where I saw the 1.9, but 1.6 sounds more realistic, I'll take that any day....
Thanxs for the comments Motorman.
11-24-2003, 01:51 PM
#1245
Novarossi NS12 S3
From Novarossi Website
Engine code NS12 S3
C. CAPACITY 2.1 c.c.
POWER 1.52 H.P.
R.P.M. 41.000
PRACTICAL RANGE 3.800/43.500
PORTS 3
STROKE 14.00 mm
BORE 13.80 mm
GLOW HEAD Turbo
SHAFT Ø 11.50 mm
WEIGHT 210 gr.
Engine code NS12 S3
C. CAPACITY 2.1 c.c.
POWER 1.52 H.P.
R.P.M. 41.000
PRACTICAL RANGE 3.800/43.500
PORTS 3
STROKE 14.00 mm
BORE 13.80 mm
GLOW HEAD Turbo
SHAFT Ø 11.50 mm
WEIGHT 210 gr.