The engine is built to be a hot street motor that will run on regular grade gasoline, have low enough cranking pressure to fire up on cold mornings without a roller starter, be drivable in the city and on the open road, and to give good gas mileage. Also, it will not wear itself out real quick. The VE is 105%. Probably with some tweaking to the carbs and advance curve, I can get it up to 108% or so. This is the best I can do with these street motors based on past experience. This motor is a raving success for what it is built to do.
The book "How to Build Horsepower" by Vizard, on Pages 27 and 28 describes my problem. Reversion through the intake tract at wide open throttle and high rpm is causing the mixture to go rich. These FCR flat slide carbs have main air jets and main fuel jets. Use of a bigger main air jet could be a solution. Unfortunately, the #200 jets I am using are the biggest available. What I need are new emulsion tubes with more holes toward the tops or to add a hole or two to the ones I have. This will lean out the mixture at high rpm WOT to compensate for the reversion.
My timing curves are proprietary and I need to know what they are. I need to find the software to make them what I want them to be. Fixed advance curves from 5,000 rpm to redline are what I need. The ones I have might or might not do this.
Figuring out what I need to do to get 160 mph out of the bike was a project I did last winter. Expected aero improvements, less restrictive mufflers, more air pressure in the tires, and a hotter cams should do the trick. My gamble was to use the oxygenated fuel in place of the cams. That did not work so a realistic goal is 150 mph. That is 10 mph faster than I have been before. A 38-tooth rear sprocket is on the bike. The engine will rev to 7,500 rpm with 0 percent slip or to 7,660 rpm with 2 percent slip. This fits in perfect with the horsepower curve shown a few posts previous.
The big three things for fuel selection, in my experience are sufficient octane to provide controlled combustion, enough caloric heat to make lots of energy for good power, and optimum burn speed. The leaded gas I use is fairly light with a specific gravity of 0.729. My guess is it is typical of lighter fuels and it is volatile and fast burning. I do not know about the burn speed of the oxygenated gas I am using. This winter my plan is to test an oxygenated gas with similar burn speed to the leaded gas that is working well now.
This picture is from yesterday and it is the 996 Honda Superhawk I was offered to use as an LSR bike This was back when I first started and I declined. The yellow devil scared me. Dyno curves for one of these is in my notebook. Now the Triumph produces more power and torque than the hawk.