If you get more air and fuel into the engine, the engine will make more power. To supply the "more fuel" I put in a set of 86-87 Integra injectors that I had cleaned and balanced. To get the "more air" I built a better breathing throttle body out of a stock, twin choke throttle body. I opened the throat of the primary choke from 20mm to 26mm and I also smoothed the path to both chokes.

We do not have a fuel injection conversion kit for any of our engines. Components that would need to be changed include the ECM (computer), wiring harness, intake manifold, fuel delivery system (rail, lines, pump), ignition system, etc.

Fuel injection requires a pressurized fuel system that the carburetored cars do not have. You will need to change the fuel system and a large portion of the wiring harness to put a fuel injected engine in your car.

The fuel injection "Set-Up" consists of several different components including an ECM (Engine Control Module), software calibration and matching engine components (i.e. fuel injectors, cylinder heads, camshaft, ect). The ECM calibration and Fuel Injectors are designed to work well with the supplied cam shaft. Changing any components that affect fuel consumption and emissions, may require a different calibration and/or fuel injectors.

Generally fuel injected bikes automatically compensate for exhaust and engine related modifications very well. Unless you are building a Superbike motor with over 30% horsepower increases, your stock FI system should work just fine with your new exhaust system and you will reap the benefits immediately.

Jet engines are measured in two types of units; one called "horse power", or hp, and the other is called thrust and designated as lbs. With extensive modifications, the ML-1500 we have a test engine that makes about 39,000 hp, and under optimal conditions can put out about 18,500 lbs. of thrust. However, our "souped up" engine for record attempts is capable of generating about 20,000 lbs. of thrust. This engine is also supplied by S&S Turbine Services, Ltd.

Under normal circumstances, engines converted to the Dual-Fuel do not suffer any horsepower losses while operating in Dual-Fuel Mode. Because the System maintains OEM compression ratio values, peak horsepower and efficiency levels of the converted engine remain on par with 100% diesel operation. In some circumstances, the engine may be de-rated in Dual-Fuel mode due to shortcomings in gas supply composition and / or quality.

Since you're adding displacement (~15%) to the engine, there's no such thing as a free lunch. You need more fuel to feed a bigger fire. That said, a stroker can match a 4.0L engine's fuel consumption during highway cruising but you can expect your mpg to drop 2-3% in mixed driving conditions. That's only a small price to pay considering the extra performance on hand.

Small gas turbines are not scaled down versions of full-size engines. For several reasons, any attempt to do so will almost certainly fail. Jack Jackman pioeneered the original approach of a small turbine engine with the first ever engine to successfully fly. Kurt Schreckling brought the small turbine within reach of the amateur with his renowned FD3/64.

The major differences between large commercial boilers and electrical generation units and home heating oil applications are the gallons per hour being combusted. Large or small-scale boilers or electrical generation systems all have the same fundamental considerations as home heating applications. All the same advantages, and precautions, apply to these applications as they do in home heating applications.

Each Clear View kit comes with complete wiring harness including connectors and a "T-Tap" that can be used to easily make the power connection.

The Seattle refinery is a commercial scale plant capable of producing 5 million gallons a year of ASTM-certified biodiesel.

During initial startup, the engine operates on 100% diesel fuel. After certain permissive criteria are satisfied the automatic control system commences dual fuel operation.

For Cox engines, I always used to use Cox Glo Fuel. From what I understand, these small engines up thru the .15 like high nitro, at least 15%, preferably 20%. Here, due to the expensive of the the fuel, most guys with .049's and .061's use just 5% nitro fuel (mostly powermaster) ... and no problems at all !

Emissions results do vary between engines and test equipment, but in our tests on an early 80's VW turbodiesel, opacity (which is used as an indicator of particulate emissions) was reduced by about 50%, compared to premium diesel fuel. Other EPA regulated emissions were about the same for all the fuels tested. Power was equal to premium diesel that test. We find no difference power while driving, between diesel and SVO/WVO, as long as the filter is clean and the SVO is heated.

Generally speaking, no. Turning up the fuel may cause the engine to smoke and violate emission standards. On some engines there are performance options which will improve the performance of your engine without violating emission standards. These options may include such things as improving the way your engine breaths by altering the air intake or exhaust system, improved turbocharger housing design, and altering the timing and torque curve of the fuel pump.

Yes, you can book directly with Reformation Tours, by simply filling out the reservation form at Here's How To Book. For any questions, email REFORMATION TOURS using the Contact Us form. Alternatively, print the form from our website and fax it into our office reservation staff. Also, you may call us at directly at 1-800-303-5534 and our courteous expert staff can happily assist you.

Warranty on the Allison 1000 Series™ in GM pickups is administered by the Chevrolet or GMC divisions of GM, not directly by the Allison division of GM. Please consult your GM dealer regarding questions about warranty coverage.