Oh...my bad, I finally re-read your post. That's a very strange issue. Is the friction there when you have the backplate off? If you haven't checked, remove the back plate, install nova crank, install/tighten flywheel then spin the flywheel to see if resistance is there. If no resistance then your crank is not fully seating into the rear main bearing and the friction is from the backplate.

there is no contest Monty.... your pipe choices are why you and others think this engine is soft on the bottom end....... 2084/41005 was horrendous dude, you recommend this to people and its no wonder they all come back saying the engine is soft down low.....

Here we go again...


Personally the 9886 never worked for me on any track condition... Never used the 9853... But I only ran the 9901 on those engines and they work great for me...

The whole thing with pipe set choices and soft bottom ends etc is that this is something every driver has a different opinion on and basically you have two types of attitudes

You can have many a 7 port set up with a 9901/21 and many drivers will find this has a very strong bottom end, perfect mid range and a screaming top.. all whilst returning excellent run times. This is usually what more matured pro type drivers will want who know that too much power hurts their lap times

Then you get what i am going to call "the other type of racer" who wants an engine that just fries all the tires as soon as he touches the throttle, Some people like this and they may not care what their run times are like or how the wheelspin more often than not has adverse affects on there lap times, These guys wont be happy with a 2096 or a 9901 and 41021 manifolds, they are generally the newer type racers that just want to grab a handful of throttle regardless of anything else

There is no real right or wrong but there are two mind sets and i think that is what is been debated here

I have seen it time over where some of the best drivers we have in Australia honestly don't know what to do with all the power they have with a 9901/41021, yet you can have some one else with exactly the same set up saying "its soft on bottom"

People can only do/use what they feel best suits their needs

Its all learning and or personal preference







Dave,
FUSION X ENGINES AUSTRALIA

yes it was without the backplate .

i managed to rid of the friction though when i tighten up the werks flywheel it isnt as free spinning.

i need to tighten up the nut real tight so the flywheel doesnt slip.

when i spin the flywheel it only spins once like a 360 turn and if i turn it with my hand it feels better then before mnore (loose)

though it doesnt spin free like a clutchbell does. is that normal?

its from the flywhell nut tightening up pulling the crank pressure on the inner of the bearing which is pressure on the balls from the inner of bearing being pressure pulled . lol is this normal?

stop the malarky already ! this is not how it is !

what is your own personal experience with a Bonito and a 9886/41001 combo ? have you personally run this combo back to back against the combo Monty always tells people ? have you tried a 41005 manifold vs a 41001 Manifold on this engine using all the different Nova pipes ? Have you even run a Bonito yourself ? or are you commenting based off what you think you know ( which many here love to do )................ :confused:

everyone always says how the Bonito is soft and mild down low, yet everyone is always running the same pipe as all the other sheep are running who also say the engine is soft down low.....

I can tell you once you use a 41001/9886 you won't be saying a Bonito is lacking bottom end...We run on an extremely high bite surface and we need all the bottom end grunt possible and no other pipe/manifold combo gives the Bonito its full bottom end power...with this pipe we can run a lower clutch stall then any other pipe, the powerband is linear and full across the entire RPM range...With Monty;'s suggested combos the engine lacks both bottom and top...He used to recommend the 2084/41005 and when I ran it i thought it was a joke, the engine was so neutered it was nearly unusable on our track surface, bottom end was flat, dead and nearly non existent, top end was reduced over 6 MPH over the 9886, and this is only on a 160' straight....

Anyways there is a reason why most say the Bonito lacks bottom, and a reason why we all choose run the Bonito because of its above average bottom end power.....pipe and manifold selection makes or breaks this engine..if you want to flatten the power and lose bottom end listen to Monty..if you want to have strong bottom and run a lower clutch stall then listen to me !

I apologize in advance for any dirt this may stir up -- but I know there has been alot of movement in the U.S. market in the past couple years, so looking for the latest:

Who is the official U.S. Distributor for Novarossi? Saw a press release that Nova USA is coming with O'Donnell at the helm...is this reality, or something that is coming in the "future"? What about the guy in AL that has Rex/Top -- does he also have the Nova line? Looking for a single source with the deepest inventory.

Thanks!

You made your point Neal, many times on this thread.

Most tracks in the US don't have the grip of yours or 160' straightaways. I've tried your combo on a tuned Bonito and stock Keep-Off XLS...the truggy was undriveable, the powerband was simply retarded. Oh sure, it had bottom, top, mid, upper, lower, and everywhere in between power. I re-clutched and while it helped the power was too much for the surface even when the moisture/grip came up. If I was drag racing or on a very, very high grip track treated with sugar or such , then maybe but otherwise such a pipe/header combo would be a waste of money. I'm not the only one, there have been others in my region who tried and went back to the recommended 9901/021 setup. Is is ideal? Maybe/maybe not...but it works very well for me and my driving style which is fast but not overly aggressive.

Be nice...humility is your friend.;)

I doubt anybody races on surfaces as slick as ours Scott, lol.

Hey their Rob...nice to hear from you. Last we spoke you were struggling a bit with your health. Was thinking about you over the holidays, gosh I hope you're doing better these days. Sure miss racing with you, we always have a blast.

Well said...slick indeed. And to think we should all have electric smooth trigger fingers by now, right? :D

I think I follow you. The flywheel will never spin as freely as a clutchbell due to normal resistance from the engine bearings, conrod, piston/sleeve, etc. New engine bearings will have more resistance than well run engine bearings. If there is no binding or gritty/rough feeling when rolling over the flywheel I say install the engine and run it easy for the new bearings to seat themselves. At that point you could remove it and check the feel again. Hope this helps.

Rising up from the ashes, lol. My piss and vinegar levels are rising again finally. Health is good now and '15 is looking good for racing thank God. Hope you're doing well buddy. I'll be seeing you at LCRC.

Wowza

I am referring to us pro drivers

9886 is not "efra legal" either

Btw ,i did not recommend 2084 setup

i wasnt much a fan of that pipe , it was ok

I have said if you want a pipe that is "like" the 9853 but efra legal then 2084 is the closest thing

That's great news Rob, I am so happy to hear you're doing better. Yessir, I'm looking forward to it.

As i said before...if you wish to neuter the engine down for a slippery track then run the other pipe combo's recommended here.....However not everyone runs on skating rink like conditions, some even run on traction like us... I seen your posts stating how the P5 has stronger bottom then the Bonito and that is only due to your pipe choices and nothing else..... As when each engine is setup to its fullest 2058 on P5, 9886 on Bonito ( Stock Bonito ) the Bonito has much more grunt then the P5 does off the bottom end....On our conditions a stock Bonito on a 9886/41001 will barely spin the tires in a truggy, the power feels smooth and linear from bottom to top......I was actually surprised how nice the stock engine pulled down low, it has wicked grunt for a .21

Hello, can anyone help with a recommendation on a pipe/manifold for the S21P5XLT engine, it will be going in a truggy. The only pipes I have now are WERKS 2058 and 2013 if I could use either of those that would be great!
Thank you

The Bonito, or some variation of it (Keep Off-7, Toro Nero, and Paloma) are my engine of choice for Truggy. I own both stock Bonito's and Clocked versions from Neal, and I must say that I would never think of running a 9901 on any of them! Even with the brutal power that Neal's Bonito makes, its still drivable with a 9886, although I will say that since I have a heavy finger, I've raced on a few tracks where I pulled the modded Bonito in place of a stock one. I almost always ran one of Neal's modded 4-ports in Buggy, mostly with a 9901, but occasionally with a 9886 and a short curved manifold, depending on the layout of the track. I guess it all comes down to feel and preference.

You wont go wrong with either of those pipes. I think you'll find that the 2013 is more aggressive, and that the 2058 is has "nearly" the same power, but is smoother and has better fuel mileage.

Yes that is my experience with those pipes and my Werks B2
Thanks

Does anybody know if you can use Werks #5 and #6 plugs with the Nova S21P5XLT?

hey yo i ended up installing the novarossi rear ceramic bearing.

all sorted thanks

Hi.
What do you think of the new 24067 3 needle carburator on the newest Keep Off engines compared to the normal Novarossi carburator?
Thanks gentlemen

must say thankyou to neal. from clockwork. for his advice.

my engine isnt even a clocked roma (yet). and he is a knowledgable and good bloke.

my next engine is going to be a clockwork i think. clocked roma whoooaaaa

Plug swap?
 

I've just recently come back to nitro and I have a question about glow plugs. I broke in my P5 with the plug that came with it, then I ran it for 1 practice day with the supplied plug. After talking with the lhs guys, they recommended that I switch to the plug one step colder because of our current cold temperatures which are between 40 and 60 degrees. I've changed to a Novarossi #5 plug. My 1st question is, what direction will the tune of my motor go? ie, will I be leaning or richening it? My 2nd question is, at what ambient temperature should I go to the #6 plug?

This should help. Look at the bottom. I havn't played with plugs but maybe I should.

http://www.novarossi.it/2012/index.p...-p5-tuned.html

I've raced the #6 plug when ambient air temps were in the 20's through the 90's F and my engines ran fine. My rule of thumb is to run the engine on the #6 turbo plug, if it runs good...stick with it. Obviously there are other factors than air temp such as humidity, altitude, etc. That said, in the past 4 years racing Novarossi engines I changed plug type once...it was in the high 90's with extreme humidity. As per the chart, you would run the colder #7 plug...completely the opposite, the extreme moisture required a hotter plug and the #5 was money.

The temp range for the #6 as per the Nova chart is roughly 50-80F. As for the tune, again there are other variables so my rule of thumb if you change plug temp is run it with existing needle settings...then tune from the engines look, feel, sound, etc. But to answer your direct question, if anything you may have to richen when going to the hotter plug.

Hope this helps...best of luck with your new P5.

Thank you Chris and Scrapz. I love my P5 so far. I just have to learn more about some things to keep it solid in the future.

Does anybody know if you can use Werks #5 and #6 plugs with the Nova S21P5XLT?
Thanks in advance.

hi
 

Ok the plugs are c5tgc is hot, c6tgc medium, c7tgc cold

a C6tgc works fine in the temps you said although above 90 I would try a c7tgc just to keep it from burning up unless its humid outside then stay with the c6tgc.

I called Novarossi last year and spoke with someone at length about this very thing. The gist of the conversation was that higher temps require a colder plug, and the referred me to their temperature chart. http://www.novarossi.it/2012/index.p...-off-road.html
But when I asked Adam the same question, he said that he doesn't change the plug for temps. He told me that humidity plays more of a factor than temp does. I'm still kinda confused about the whole subject, but as evidence of what Adam said being right (as if he needs evidence when it comes to tuning engines), when it was 95-100 degrees at AMS 5.0 in Alabama last year, I'm pretty sure that Adam, and most guys too, still ran the C6 plug. Many of us had tuning problems, and suffered multiple flame outs, but when I asked Adam afterwards, he said that you needed to tune the motor inside of the building, where the humidity was probably 100%, instead of outside, where it was 20-30% less humid.

Things are as clear as mud to me now!

yes

Thank you Sir!

We tend to run all year round all over Australia using the C6TGC without any problems, Temps ranging from 45F - 105F, I know this is well outside the Novarossi chart range but we don't suffer any problems

There no doubt should be benefits to running a cooler plug when its hot (specially if humidity is low) so i might experiment with using the C7TGC on the hot days (say above 32/35c - 90-95f) and see what we find




Dave'
FUSION X ENGINES AUSTRALIA

I'll just leave 'is rye cheer

http://www.rctech.net/forum/r-c-item...lus-21-4c.html

I keep saying that I'm going to experiment with a cooler plug in high temps, but I never actually get around to it. What about extremely high humidity days....do you run a hotter plug (C5)?

Run a colder plug in higher temp, but, if the humidety is very high, it`ll be smart changing to slightly hotter plug.

New line of engines at Nürnberg.. Meet the Mitos...

http://www.neobuggy.net/

Hey guys, just trying to sift thru all the bullcrap. Some say the Odonnell plugs are awesome and great, and a few say dont use them, they fail, the coil could drop in, not last yadadadada

Any thoughts on this?

I like the O'Donnell v2 plugs. I've been using the 277T with a lot of success.

A lot of people use the 97T, but I wasn't a big fan. I did have a bunch of these fail on me.

But on my race engines, I still run a Nova plug. They seem to be the most reliable.