Wow!

I don't know about the rest of the folks on here, but just seeing that you took the time (even if you cut and pasted something, which I doubt) to answer a break-in question, among others, REALLY ups your standing with me. That's some serious customer service :nod:

I've been fond of the B7 for a while now. You just jumped to the front of the list for a new mill for me:sneaky:



You said you tested in NC. You're based out of Cali, right?:weird: If you're in NC, howdy neighbor!

-Josh Langness

Hello Brian,

That's a good questions. Part of the developments process that we do when designing new motors is definitely longevity testing. We start off initially developing the the basic engine design (bore, stroke, port count, port sizes, port timing, exhaust port height/shape and size, combustion chamber volume etc. etc. etc.) to provide the performance characteristics that we desire i.e. torque, power band, max rpm, fuel consumption etc. Through testing this is refined until we have a so called final design that we are happy with.

Then all of the final design parameters are programmed into the CNC machines and a small production run of whatever parts specific to the engine design is made. In this case it was the crank, head button, piston/sleeve, rods, combustion chamber and a couple of other parts. From these parts we then assemble a final pre-production batch of engines for testing. We check the fit off all of the components to make sure that there were no small programming errors i.e. crank pin diameter, sleeve and piston dimensions etc. Then piston/sleeve fit to make sure that they are within correct tolerances (as machined properly and that a proper amount of chrome is being applied to the sleeve in plating), we test the hardening of the crank etc. etc. Once all of this is checked to make sure it is correct we use these engines to do final component longevity testing.

Basically we then run them until they wear out under actual racing conditions. This allows us to double check that there are no weaknesses in the component design, no issues with hardening or metallurgy of the parts and also allows us to confirm that we did not under build any of the components i.e. weak rods that will snap, bushings that are not pressed in properly, crank pins that are not hardened properly so they will wear prematurely and/or snap off, incorrect fit of piston and sleeve that results in premature loss of compression, excessive wear on the piston due to incorrect material choice (too low of a silicoln content in the piston) etc. etc. The only way to really check/test this properly is by submitting the components to the same stresses and loads that they will see under actual use. This is what we did with the B5 engine that you are asking about that had 6+ gallons on it already when Kortz went to the nats (ironically I just spoke to him today and he is still racing with the same engine lol and it now has over 9 gallons on it!).

If the pre-production (and this might be the wrong term as they are production spec, maybe I should call them first run motors) make it through the racing phase and we do not see any issues/concerns that need to be addressed then we go into production with them. If there are issues we re-design the part, produce another batch and start all over with the testing again until we are satisfied with it.

Hope this gives you a little insight into our development process on engines. Ultimately what we end up with by taking the time to thoroughly test these products in this manner is in my opinion an engine that not only has the performance that the designer intended it to but also the longevity that I feel that they should have also. Being upfront over the last couple of years it's quite normal for Kortz to put 8-9 gallons on one of our engines under hardcore racing conditions without needing to change any components or the compression being shot. This is why I was also not concerned about going into the Nats with 6+ gallons on one of the first-run B5 test engines, it's something that we do all the time.

Regards,

Ron Hopkins
Werks Racing

Hey Josh, I wish I cut and pasted that yesterday! My fingers were hurting lol! Regarding the testing we run at a lot of track around the US at different times. Over the last 4-5 years I've also spent a lot of track time in NC especially during the years that we had the nationals, truck nats, pre-worlds & then worlds down at the Farm. Seemed for a while I was down there every month or two lol! When not traveling CA is indeed my home and I love it down here!

Regards,

Ron

:sweat: All ordered through A Main just have to let UPS do their thing now and then the fun begins. :nod:

Yup me too :tire::tire:

Amain gave me a shirt LOL

What is the pipe that goes with this engine, will the Ae pipe and header work, what about the 2050? I ran the 2050 on my B7 and it worked awesome. Anyways, motor looks awesome and the price is right where i like to be. It will be my next motor for sure, with money left.

Thanks Guys! Please let us know what you think once you get a chance to run it!

Rublopo, I have not tested the OS 2050 pipe set on the B5 yet. However I did talk to our Finish importer again today and he has been doing some more testing with him son who is one of the young, up and coming drivers (think top 4 or 5 for the county) and a factory Hong Nor (Jammin) driver who previously ran OS Speeds. They have a little over a gallon on their B5 and tested today with the OS 2060 pipe set (have to use 3 chamber pipe sets for racing). They said that it softened the bottom a little (which was ok because his son said it had more torque that he needed) and he was getting 11 minutes and 15 sec. of run time with the 7mm reducer on a technical track with a relatively long straight. Once I get the chance to speak with him again I'll ask him to come on here and post their feedback, testing results and set up.

Regards,

Ron Hopkins
Werks Racing

well mine shoudl be here today and unfortunatly I was so excited to order the motor I forgot to order the 2013 pipe so this weekend will be a good testing of pipes and I will post some feedback monday after the race.
I will try jp-1,jp-3,jp-4, AE pipe,GRP pipe, os 2050 and the dynamite 086.
if any of these are any good I will let you guys know.
MO

Mo,
If you are going to the Tri-State race at Stateline next weekend I have a 2013 you can run.

later

thanks Bro but I will have a couple by then..lol

Hi Ron and others.

Like Ron posted earlier, we break in and have tested the B5 for about 1 gallon now.
We used OS 2060SC pipe, HN/Jammin red aluminium clutch shoes, stock X2-CR gear ratio and we gained 11min 45sec to 12 min of run time / tank.

The track was more technical (lots of small obstacles,tight turns and jumps) than high speed. Only one really long main straight.

For the comparison: With OS Speed we get only 9min 40 sec/tank with the same car/clutch/pipe set up.

-Jani

11.45 to 12 min now that is what I am talking about!!!!!!! What size restrictor are you running and what % nitro? Thanks

Marcus,

We ran with stock 7mm restrictor and 25% Werks Race Blend.

Thanks Jani for posting your set up and results. In the next few days as people start to get some receive and get some run time on their engines we should get some good info!

ron who is the current candian dist?