Mike Norman
G-Force Engine Development

Hi Todd:

I am really sorry for the delays in getting back to you with results.  I completed the engine after a very long careful week of assembly back on February 21st, only to have to wait nearly a month for the team to dyno the bike ( I was screaming the whole time, but can't do much more than that from 400 miles away).  It was worth the wait.  Here's a run-down of how the build went, and the final results.

The parts looked amazing.  There was a small amount of surface rust on just a few pieces after sitting in the box for a week.  But, just as your notes say, it was superficial and came right off.  While assembling the parts, I used a good synthetic oil instead of assembly lube because I knew the engine would be fired up within 48 hours of assembly.  The free-spinning and smoothness was immediately apparent.  Even a camshaft sitting on the solvent drying rack would spin in the wires where an untreated one would not.  It was amazing.

Everything went together without any major snags.  The only real hassle was getting a collection of the ceramic media out from various shafts.  I really had to work at it for a while on some shafts with smaller IDs.  The cams ended up needing to come apart (removed the end plugs and had to replace them) to get the media out of the oil holes.  At first I didn't see the warning note, but later saw you covered your bases in pre-warning us (I just didn't read the directions first-lazy me).

In the end, what we received was a 3hp to 5hp bump in power everywhere from 9,000rpm to the 14,750rpm Redline.  This is astronomical.  This is unbelievable.  We have already increased the power of our engines from 60hp to right around 80hp (approximately 33.3% gain).  To add 3hp to 5hp (about 4%) on top of that by just having the REM and Cryo processes added to existing parts, and in some cases used parts, was extraordinary.  Most importantly, the price to add that kind of power was very reasonable.  In fact, cost/hp, these are some of the lowest cost improvements you can do, and that's without discussing the added reliability and longevity of the parts. We are true believers.  We will be sending you our parts for every engine we build from here forward.  I will also be posting the results on our website and making sure to discuss this in detail in my upcoming 3rd-part to my long-term article in MotoTech magazine.

I can't thank you enough for your professionalism and expertise that brought our newest engine together on time and producing the most power we have ever been able to achieve thus far.  To add to that, we destroyed the competition in our first race last weekend in the 450cc Superbike class and finished a respectable 7th against over 35 competitors in the Formula-IV class.  This class is predominantly Suzuki SV-650s which are 650cc V-Twins with over 95hp and some 55ft-lbs of torque.  We were the first 450cc bike over the finish line, but we still have some rider and engine development to work on before we can get the team on the box.  We'll get there.

I will be talking with you soon about getting the next batch of engine parts run.

Regards,

--

Mike Norman
G-Force Engine Development
Ladera Ranch, CA 92694
(408) 828-6809 Mobile
(440) 860-9040 Fax
http://mngforce.com
"There's no such thing as Too Fast"