The "Big Easy" via HPResearch - a 730 review (LONG)
Oct 20, 2005 | 04:17 PM
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The Big Easy via HPResearch - a 730 review (LONG)
The BIG EASY via HPResearch
If you are like me, and I suspect that most of you are, you are always looking for more power. You are always looking to get up that hill a scratch faster, or through the desert a little quicker. And if you suffer from the same mental deficiencies as me, you’re looking to achieve the power and speed for as little money as possible. So let’s get some of the mystery out of the way. This will be especially important to the newer folks in the ATV world and especially those who chose the BOMB as their means of transportation. Horse Power and Torque COST MONEY! As in any form of motor sport you have to “Pay to Play”. There are very few cheap up grades and even fewer that are free. That said; let’s move on to the good stuff.
In the last couple of years one company has come on very strong in the quest for obtaining power out of the venerable Rotax power plant. HPResearch out of Kentucky has spent a great deal of time and money over the last few years developing some very interesting additions to what most would call one of the best 4-wheel machines ever made. For you west coast guys that picture these cats from Kentucky sitting around a table full of dominoes sucking on a piece of straw, and praying to the motor Gods for enlightenment, think again. Eric, also known as Mr. Horsepower and one of the owners of HPResearch, along with Randal Richards of Richards’ Recreation, have come up with some of the industries hottest motor modifications. They aren’t your ordinary mail order house pushing and slinging cheap, off the shelf, bargain based parts. They are creating, testing and racing just about everything you need to make your DS a top performer at any track.
I was first introduced to the world of HPResearch when I, along with many others, started looking into carburetion choices for the beastly DS. Before Mr. Horsepower, Mikuni’s TM45 dominated aftermarket carburetion for modified motors in the DS. And giving credit where credit is due, Ron Woods Racing started us on that happy road. During that search for carburetion, I came upon HPResearch’s Lectron Carburetor. Many had wondered why the carb was being offered at such a high price and even I went after Eric with guns blazing. After some shenanigans by some thieves posing as LECTRON OFFICIALS, the air was soon cleared. I received a call from the Vice President of Lectron Systems and received nothing but apologies and then the straight poop on HPResearch and Lectron carbs for the ATV application. Needless to say, “sorry” was handed out to more than one person on my behalf and I purchased my first HV46 carb.
However the honeymoon was short lived and I opted to go with the tried and true TM 45 from Mikuni. For me the Lectron had too many issues to overcome such as a stuck-shut problem off idle, less than adequate idle characteristics and one of the worst cable systems ever sold. Oh how far they have come.
Almost a year later, I found myself looking for even more power and went back to the folks at Richards’ Recreation and HPResearch. This time I was hoping to step up to the matt for a little something more than a bolt on HP or two. This progression would be into the world of Big Bore technology. It seems that while they were not the first to produce such a monster motor mod, they seemed to have refined the modification to something very simple but effective. After many hours and sweat, and a little help from their predecessors, they have come up with a non-sleeved version of a 730cc jug. Nickosil'd and strengthened for punishment, the jug is no longer a larger model of the stock motor jug. It’s now a closed block version of the stock piece that at the time of this is being written, has not had one failure to date. By closing the casting of the jug, they have strengthened the bore as well as the entire body of the jug, while maintaining its ability to stay cool under pressure. The automotive world has seen this in high performance engine block technology and it is certainly a welcomed addition. One would think that bolting something on that increases the cylinder volume by almost 10% wouldn’t be possible with a straight bolt on piece.
Installation was almost as simple as a “Snap-Together” toy. Your average shade tree’er would find little difficulty with the process. Simply follow the very specific instructions on installation and you’re soon on the path to enrichment. The kit comes complete with everything one needs to make the motor sing. Head gasket, base gasket, piston, pin and rings fill the unassuming box. The piston is there super light weight forged version and is very impressive. The ring package has been hand selected my Mr. HP, and is second to none. The piston has more compression at 13:1 than my 11.5:1 forged piston yet is strangely lighter. The rings are not gapless by design and seem to be the perfect match for such a lovely work of art.
As I said before, horsepower costs money, and because you have a DS, it’s going to hurt a little more than buying Banshee parts. While in-line with other company’s big bore prices, the kit is pricey at $1,695. Once you get past that and tear into the build, you soon realize what you are paying for. This isn’t some re-sleeved rendition of the stock jug; it’s a thing of mechanical beauty. Installation is a snap and I’d challenge you to find an easier system. Add to that the idea that you’re not sending your stock parts out for reconfiguration means that this is a one of a kind product, and worthy of your attention.
After the install (that should have taken me about 3 hours if it weren’t for the head cold from HE-double toothpicks), I searched high and low for leaks, abnormalities and other little gremlins. Nothing to be found was the name of the game and I was off to the fire-up procedure. I started the motor with my TM45 attached (qualification to be explained later), and immediately got the motor builder smile. If you don’t know what I’m talking about, it’s the smile that we all get when ever a motor is fired up for the first time. I don’t care who you are or even if you built the motor. When they light up for the first time, you are ear to ear and nothing but teeth. Of course if you are from Kentucky, you’re ear to ear and nothing but GUMS. Sorry guys, I had to throw that one in. After a my normal ritual of starting a fresh motor which includes several minutes at sustained but various rpm clips, I searched again for anything strange – nothing! And that’s a good thing. I will say that I had to cut my normal ritual short due to the fact that my 03 Viper was dancing on the lift just short of falling off. The motor seemed to have a crackle that it never had before. Not so much a purr as a BARK. The sled was simply walking around on the lift with every snap of the throttle. Very explosive and very impressive, and still not as much as a seep!
Now to explain the carb qualification mentioned earlier. The directions suggest that you start the motor with a carburetor that is working and that is known to the builder. This takes the guesswork out of the start up procedure and gives the installer/builder a great baseline. Knowing that it was just a baseline start up, I then moved on to the bigger carburetor. Randal Richards sent me a Lectron HV 48 to test on the new motor configuration, which leads me to my next rant. In this day and age of “customers are always second and bottom line is always first”, this dynamic duo of design and sales, is like no other. When is the last time you had a retailer send you upwards of $1000 dollars of equipment just to try with no strings attached? Don’t worry I’ll answer for you – NEVER! Given my past history of dislike for the Lectron, it was a huge leap of faith by Randal to go out on such a limb. Forget about if I would have liked it or not, how about the trust that he would get the carb or cash when all of this was said and done. Remember that I had talked to Randal maybe three or four times on the phone prior to my power trek. How many times have you been able to talk to the owner of your Chevy dealership when you had questions about your Malibu? Again, don’t struggle…. NEVER!
Working with the new HV 48, I was initially VERY disappointed. The stuck-shut was still there and carb was cutting out at anything under load over 3500 rpm. A quick call to Randal and about 3 minutes of adjustments with absolutely no fuel being splashed or leaked, the problem was quickly fixed. The stuck-shut was pretty much eliminated and the suffering beast was now on fire! In the rain soaked streets of Vegas (yea I know, it never rains in Vegas) third gear wheelies were something that I had not known before. At 6’10” and 310lbs, wheelies are not the easiest thing to do at any gear, especially on wet streets. The stuck shut problem takes a little know-how to overcome and the idle is actually not half bad, and certainly not as bad as my previous experience with Lectrons. The horrible cable system that I mentioned before is no longer an issue. In fact, the cable is now simply a thing of beauty. Matched with a Moose Thumb Throttle housing, the entire cable system is one of the nicest that I have EVER come across in the world of off-road motor sports. Obviously I had to stop my tuning session earlier than planned due to the increasing showers, but my faith in the Lectron had been restored.
The system is not without flaw, and I’m sure that you’ve been waiting for me to point them out. Here it goes…. The jug is not a perfect cosmetic match for the stock engine. That means that I can’t hide the modification from the all-knowing bench racers or my buddies that have seen the back of the DS many times. Then again, when they see a guy who is bigger than the bike going that fast, the jig is up. That is the only flaw that I can find, oh, and the fact that the stickers form HPResearch and Richards’ Recreation aren’t smaller. I need them to be a little smaller in order to get them on my radiator shrouds. Why is this a problem you ask? Because I’m a proud convert and want to give credit where credit is due. On subsequent test flights of the big red NASTY, a few things appeared and were clear as day. While the difference in power was very noticeable, the way the motor made power was completely different. The stock motor with bolt-on modifications started to flatten out of the RPM band at or around 7800rpms. That was fine and easy because it gave you a very clear indication as to when to shift gears. This is not the case anymore. The motor now NEVER stops pulling up and over 9000rpms. I’m sure it would even go higher but that is where the problem is. What we have come to find out in the world of Rotax is that the traditional Shim-Over-Bucket cam and spring design has it’s limitation. To the point that if the shim pops out of the bucket in mid flight, it could lead to a catastrophic failure. Obviously a conversion to the newly styled Shim-Under-Bucket system is called for. Any you guessed it, it isn’t free. Can you get by without the modification? Sure, but don’t say that I didn’t warn you. Those who don’t have RPM limiting changes via CDI, will be able to live in a peaceful existence with this Big Bore successfully for quite some time if not forever. If you have changed the point at which your ignition limits itself, just be V ERY CAREFUL! You’ll also soon realize that if your motor had any peaking type of characteristics, they are now gone. The HPResearch 730 motor is on KILL through the entire RPM band. Knowing that I didn’t change my mild camshaft configuration, such a change in power band was not predictable.
In the end, the entire process was incredibly easy, almost too easy and deceptively painless. I think that’s the feeling you get when you get more than you paid for, and the process is as easy as it was. I am now looking forward to test HPR’s cams and head work. The dune season is upon us westerners and I am once again excited about the coming months. If you are looking for immediate and sure results, with no hassles, HPR might be just what the doctor ordered. A special thanks to Randal for his trust and efforts, and an extra special thanks to Eric for keeping the DS where it needs to be… At the top!
BigDaddy out!
If you are like me, and I suspect that most of you are, you are always looking for more power. You are always looking to get up that hill a scratch faster, or through the desert a little quicker. And if you suffer from the same mental deficiencies as me, you’re looking to achieve the power and speed for as little money as possible. So let’s get some of the mystery out of the way. This will be especially important to the newer folks in the ATV world and especially those who chose the BOMB as their means of transportation. Horse Power and Torque COST MONEY! As in any form of motor sport you have to “Pay to Play”. There are very few cheap up grades and even fewer that are free. That said; let’s move on to the good stuff.
In the last couple of years one company has come on very strong in the quest for obtaining power out of the venerable Rotax power plant. HPResearch out of Kentucky has spent a great deal of time and money over the last few years developing some very interesting additions to what most would call one of the best 4-wheel machines ever made. For you west coast guys that picture these cats from Kentucky sitting around a table full of dominoes sucking on a piece of straw, and praying to the motor Gods for enlightenment, think again. Eric, also known as Mr. Horsepower and one of the owners of HPResearch, along with Randal Richards of Richards’ Recreation, have come up with some of the industries hottest motor modifications. They aren’t your ordinary mail order house pushing and slinging cheap, off the shelf, bargain based parts. They are creating, testing and racing just about everything you need to make your DS a top performer at any track.
I was first introduced to the world of HPResearch when I, along with many others, started looking into carburetion choices for the beastly DS. Before Mr. Horsepower, Mikuni’s TM45 dominated aftermarket carburetion for modified motors in the DS. And giving credit where credit is due, Ron Woods Racing started us on that happy road. During that search for carburetion, I came upon HPResearch’s Lectron Carburetor. Many had wondered why the carb was being offered at such a high price and even I went after Eric with guns blazing. After some shenanigans by some thieves posing as LECTRON OFFICIALS, the air was soon cleared. I received a call from the Vice President of Lectron Systems and received nothing but apologies and then the straight poop on HPResearch and Lectron carbs for the ATV application. Needless to say, “sorry” was handed out to more than one person on my behalf and I purchased my first HV46 carb.
However the honeymoon was short lived and I opted to go with the tried and true TM 45 from Mikuni. For me the Lectron had too many issues to overcome such as a stuck-shut problem off idle, less than adequate idle characteristics and one of the worst cable systems ever sold. Oh how far they have come.
Almost a year later, I found myself looking for even more power and went back to the folks at Richards’ Recreation and HPResearch. This time I was hoping to step up to the matt for a little something more than a bolt on HP or two. This progression would be into the world of Big Bore technology. It seems that while they were not the first to produce such a monster motor mod, they seemed to have refined the modification to something very simple but effective. After many hours and sweat, and a little help from their predecessors, they have come up with a non-sleeved version of a 730cc jug. Nickosil'd and strengthened for punishment, the jug is no longer a larger model of the stock motor jug. It’s now a closed block version of the stock piece that at the time of this is being written, has not had one failure to date. By closing the casting of the jug, they have strengthened the bore as well as the entire body of the jug, while maintaining its ability to stay cool under pressure. The automotive world has seen this in high performance engine block technology and it is certainly a welcomed addition. One would think that bolting something on that increases the cylinder volume by almost 10% wouldn’t be possible with a straight bolt on piece.
Installation was almost as simple as a “Snap-Together” toy. Your average shade tree’er would find little difficulty with the process. Simply follow the very specific instructions on installation and you’re soon on the path to enrichment. The kit comes complete with everything one needs to make the motor sing. Head gasket, base gasket, piston, pin and rings fill the unassuming box. The piston is there super light weight forged version and is very impressive. The ring package has been hand selected my Mr. HP, and is second to none. The piston has more compression at 13:1 than my 11.5:1 forged piston yet is strangely lighter. The rings are not gapless by design and seem to be the perfect match for such a lovely work of art.
As I said before, horsepower costs money, and because you have a DS, it’s going to hurt a little more than buying Banshee parts. While in-line with other company’s big bore prices, the kit is pricey at $1,695. Once you get past that and tear into the build, you soon realize what you are paying for. This isn’t some re-sleeved rendition of the stock jug; it’s a thing of mechanical beauty. Installation is a snap and I’d challenge you to find an easier system. Add to that the idea that you’re not sending your stock parts out for reconfiguration means that this is a one of a kind product, and worthy of your attention.
After the install (that should have taken me about 3 hours if it weren’t for the head cold from HE-double toothpicks), I searched high and low for leaks, abnormalities and other little gremlins. Nothing to be found was the name of the game and I was off to the fire-up procedure. I started the motor with my TM45 attached (qualification to be explained later), and immediately got the motor builder smile. If you don’t know what I’m talking about, it’s the smile that we all get when ever a motor is fired up for the first time. I don’t care who you are or even if you built the motor. When they light up for the first time, you are ear to ear and nothing but teeth. Of course if you are from Kentucky, you’re ear to ear and nothing but GUMS. Sorry guys, I had to throw that one in. After a my normal ritual of starting a fresh motor which includes several minutes at sustained but various rpm clips, I searched again for anything strange – nothing! And that’s a good thing. I will say that I had to cut my normal ritual short due to the fact that my 03 Viper was dancing on the lift just short of falling off. The motor seemed to have a crackle that it never had before. Not so much a purr as a BARK. The sled was simply walking around on the lift with every snap of the throttle. Very explosive and very impressive, and still not as much as a seep!
Now to explain the carb qualification mentioned earlier. The directions suggest that you start the motor with a carburetor that is working and that is known to the builder. This takes the guesswork out of the start up procedure and gives the installer/builder a great baseline. Knowing that it was just a baseline start up, I then moved on to the bigger carburetor. Randal Richards sent me a Lectron HV 48 to test on the new motor configuration, which leads me to my next rant. In this day and age of “customers are always second and bottom line is always first”, this dynamic duo of design and sales, is like no other. When is the last time you had a retailer send you upwards of $1000 dollars of equipment just to try with no strings attached? Don’t worry I’ll answer for you – NEVER! Given my past history of dislike for the Lectron, it was a huge leap of faith by Randal to go out on such a limb. Forget about if I would have liked it or not, how about the trust that he would get the carb or cash when all of this was said and done. Remember that I had talked to Randal maybe three or four times on the phone prior to my power trek. How many times have you been able to talk to the owner of your Chevy dealership when you had questions about your Malibu? Again, don’t struggle…. NEVER!
Working with the new HV 48, I was initially VERY disappointed. The stuck-shut was still there and carb was cutting out at anything under load over 3500 rpm. A quick call to Randal and about 3 minutes of adjustments with absolutely no fuel being splashed or leaked, the problem was quickly fixed. The stuck-shut was pretty much eliminated and the suffering beast was now on fire! In the rain soaked streets of Vegas (yea I know, it never rains in Vegas) third gear wheelies were something that I had not known before. At 6’10” and 310lbs, wheelies are not the easiest thing to do at any gear, especially on wet streets. The stuck shut problem takes a little know-how to overcome and the idle is actually not half bad, and certainly not as bad as my previous experience with Lectrons. The horrible cable system that I mentioned before is no longer an issue. In fact, the cable is now simply a thing of beauty. Matched with a Moose Thumb Throttle housing, the entire cable system is one of the nicest that I have EVER come across in the world of off-road motor sports. Obviously I had to stop my tuning session earlier than planned due to the increasing showers, but my faith in the Lectron had been restored.
The system is not without flaw, and I’m sure that you’ve been waiting for me to point them out. Here it goes…. The jug is not a perfect cosmetic match for the stock engine. That means that I can’t hide the modification from the all-knowing bench racers or my buddies that have seen the back of the DS many times. Then again, when they see a guy who is bigger than the bike going that fast, the jig is up. That is the only flaw that I can find, oh, and the fact that the stickers form HPResearch and Richards’ Recreation aren’t smaller. I need them to be a little smaller in order to get them on my radiator shrouds. Why is this a problem you ask? Because I’m a proud convert and want to give credit where credit is due. On subsequent test flights of the big red NASTY, a few things appeared and were clear as day. While the difference in power was very noticeable, the way the motor made power was completely different. The stock motor with bolt-on modifications started to flatten out of the RPM band at or around 7800rpms. That was fine and easy because it gave you a very clear indication as to when to shift gears. This is not the case anymore. The motor now NEVER stops pulling up and over 9000rpms. I’m sure it would even go higher but that is where the problem is. What we have come to find out in the world of Rotax is that the traditional Shim-Over-Bucket cam and spring design has it’s limitation. To the point that if the shim pops out of the bucket in mid flight, it could lead to a catastrophic failure. Obviously a conversion to the newly styled Shim-Under-Bucket system is called for. Any you guessed it, it isn’t free. Can you get by without the modification? Sure, but don’t say that I didn’t warn you. Those who don’t have RPM limiting changes via CDI, will be able to live in a peaceful existence with this Big Bore successfully for quite some time if not forever. If you have changed the point at which your ignition limits itself, just be V ERY CAREFUL! You’ll also soon realize that if your motor had any peaking type of characteristics, they are now gone. The HPResearch 730 motor is on KILL through the entire RPM band. Knowing that I didn’t change my mild camshaft configuration, such a change in power band was not predictable.
In the end, the entire process was incredibly easy, almost too easy and deceptively painless. I think that’s the feeling you get when you get more than you paid for, and the process is as easy as it was. I am now looking forward to test HPR’s cams and head work. The dune season is upon us westerners and I am once again excited about the coming months. If you are looking for immediate and sure results, with no hassles, HPR might be just what the doctor ordered. A special thanks to Randal for his trust and efforts, and an extra special thanks to Eric for keeping the DS where it needs to be… At the top!
BigDaddy out!
Oct 20, 2005 | 05:25 PM
#6
Pro Rider
Joined: Jul 2005
Posts: 2,389
Likes: 0
The "Big Easy" via HPResearch - a 730 review (LONG)
Wow, I may end up regretting my latest purchase [img]i/expressions/face-icon-small-smile.gif[/img]
Great write up, I want to go that route as well. Unless I hit it big in the lottery, 2 years and counting before I can head that route. Other mods are required first [img]i/expressions/face-icon-small-smile.gif[/img]
Go Baby Go!!!!!
Great write up, I want to go that route as well. Unless I hit it big in the lottery, 2 years and counting before I can head that route. Other mods are required first [img]i/expressions/face-icon-small-smile.gif[/img]
Go Baby Go!!!!!
Oct 20, 2005 | 07:52 PM
#7
Pro Rider
Joined: Sep 2003
Posts: 1,053
Likes: 0
The "Big Easy" via HPResearch - a 730 review (LONG)
great report!!! i the same as u ABSOLUTLY love this carb!!! by the way, how many keyboards do u go through in a month? lol....
Trending Topics
Oct 20, 2005 | 09:48 PM
#8
Thread Starter
|
Pro Rider
Joined: Feb 2003
Posts: 1,218
Likes: 0
The "Big Easy" via HPResearch - a 730 review (LONG)
yes, I know... It's long. It sound kind of Article"ish" because it was written with the intent to have it published. It may still be, but I don't really know when. Can't really even talk about where it would be published.
I only go through about 2 - 3 keyboards a week [img]i/expressions/face-icon-small-wink.gif[/img]
Don't worry Dragon, what you are getting is the goods. Have confidence in that.
I only go through about 2 - 3 keyboards a week [img]i/expressions/face-icon-small-wink.gif[/img]
Don't worry Dragon, what you are getting is the goods. Have confidence in that.
Oct 20, 2005 | 10:40 PM
#9
Extreme Pro Rider
Joined: Mar 2003
Posts: 3,828
Likes: 0
The "Big Easy" via HPResearch - a 730 review (LONG)
Just think when BigDaddy331 gets the full meal deal!!!!!!!!!!!!!!!!!! We will be reading for ever LOL Eric, send a stroker crank and head with a bottle of crown [img]i/expressions/face-icon-small-wink.gif[/img]
Oct 20, 2005 | 10:53 PM
#10
Extreme Pro Rider
No Mercy Racing! Got NOS?
No Mercy Racing! Got NOS?
Joined: Mar 2003
Posts: 3,004
Likes: 0
The "Big Easy" via HPResearch - a 730 review (LONG)
Must be nice guys, I still am in AMAZEMENT..... I tried to purchace a lightened axle and couldnt even get a price quote from them[img]i/expressions/face-icon-small-disgusted.gif[/img]
And all the hours I spent VIA PM attesting and recomending The Lectron 48mm and drag pipe from fellow forum members inquireing (you know who you are). Sorry guys but I feel freaking VIOLATED!!! Ive bit my toungue long enough.
And all the hours I spent VIA PM attesting and recomending The Lectron 48mm and drag pipe from fellow forum members inquireing (you know who you are). Sorry guys but I feel freaking VIOLATED!!! Ive bit my toungue long enough.