Dragster engines are not X-Wedge depending on the category they are derivatives of Harley/S&S engines or the 3 liter at 60° S&S which exceeds 350 hp for twin cylinders, my engine configuration must correspond to the first Confederate Combat XWedge which was in 135 cub engine designed for 6500 rpm, currently I ride in 121 cub reconditioned after about 12000 km and a little improved by replacing only a piston and the crankshaft bearings and grinding valve seats an oil pump and camshafts replaced previously, currently I do not hesitate to go to the fuel injection cutoff 5575 rpm and it easily reaches 185 km, moreover if you ride for several tens of minutes at more than 5200 rpm in fifth you will notice that it hardly vibrates anymore as soon as you go back down below 5000 rpm the dildo starts working again, as for the 132 transsexual it is better to have light shoes and not wooden clogs because the risk is like having fun farting when we have a grastro enteritis, the problem with my 132 configuration is when adjusting the ECU cut-off which is only done on one cylinder at 6500 rpm is that it exceeds in its momentum the 6500 rpm on the first gears I noted 6900 rpm without ever having made an engine over-revving when downshifting, on the first three gears the VDO rev counter cannot go as fast as the engine revs it is very difficult to look at the engine rev counter when you put your foot down to repeat what I already said in 132 improved compared to the 121 improved is not brutal it is bestial.
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The good news for me is that I have the big spare valves and for the cylinder head I will extract the valve seat and have it reloaded with laser welding to remachine it and made a cast iron valve guide as well as a valve seat and maybe the intake one with it, the lower engine is in perfect condition just run in on the photos you can see the difference between normal and large valve.