For my 2012 season, I’ve bought a new Reedy 121VR-ST engine. Last year, I owned a Reedy 121VR (The dark head) but for this year, I wanted something with a little more power. Since I had have good luck with my previous 121VR engine, the more powerful 121VR-ST was a logic choice for me.
The Reedy 121VR-ST looks really nice, the cooling head is milled to lower the CG and to increase cooling. The piston is made of high silicon content, the crankshaft and the piston wrist pin are both coated with ADLC to reduce wear and friction. The front bearing is made of metal while the rear bearing is ceramic type. Three carb inserts are included to fine tune performance vs fuel consumption according to your preference and race track. This 3 port engine is packed with really nice features.
Compared to any others engines on the market, the Reedy 121VR-ST uses a totally different carb mounting design. When installing the engine, I suggest you to not tight the carb in place until you install the flywheel. Once your flywheel is installed and the engine is bolted into your car, rotate the carb until it gets parallel to the throttle linkage. Just make sure the carburetor’s base doesn’t rub against the flywheel. On my RC8.2, I managed to align the throttle linkage and had a 1mm gap between the carb and the flywheel. On another vehicle, you may need to grind the carburetor base a little bit.
Breaking the engine in was really easy, I simply used the heat cycle method and I went easy on the throttle for the 4-5 first tanks. Even with carb settings on the rich side the engine showed good amount of power. I slowed leaned the engine until I was satisfied by the performances, temperature and smoke.
It took a little more than a gallon of fuel before my engine reaches its full potential. The Reedy 121VR-ST is a solid performer. I raced mine with the 7mm carb insert, a Reedy 2035 tuned pipe and 30% nitro fuel. With this setup, the engine has plenty of torque and top speed. This is one of the most powerful engines I had the chance to run. This is also the hottest engine I ever run. When tuning by performance, sound and smoke (like we should always do) the engine can easily reach 260F which is normal for the engine. A lot of factory racers run the Reedy engines at such high temperature without any problem. I frequently ran mine in the 260ish degrees without any flame out or issue.
With a little less than four gallons, my engine still has excellent compression. The Reedy 121VR-ST is not a fuel hog and it won’t turn your buggy into a Prius neither. The fuel mileage is right on par with others similar engines on the market. A quick internal inspection shows no sign of premature wear and no slop or loose in the connecting rod.
- 3+1 Port Chrome Plated Cylinder
- High Silicon CNC-Machined Lightweight Piston
- Knife-Edged 7075 Aluminum Connecting Rod
- ADLC-Coated Wrist Pin
- Chrome-Plated Back Plate with Turbo Scoop
- Ultra-Lightweight Machined Aluminum Heatsink Head
- Thermo-Insulated, Screw-Mounted 2-Needle Carburetor
- Balanced Turbo Scoop Crankshaft with ADLC Coating and Silicone Insert
- Precision Steel Front Ball Bearing
- Precision Ceramic Rear Ball Bearing
- Oversized Finned Turbo Head Button
- 7.0mm, 8.0mm, and 9.0mm Venturi Inserts
The Reedy 121VR-ST is an excellent engine with more than enough power to satisfy any racers of any racing level. Coupled to the Reedy 2035 tuned pipe, it showed great torque and good top speed with good runtime, especially with my heavy finger driving style. Its unique carburetor is super easy to tune, even for a novice. The carb holds its tune well all day long and only minor adjustments are needed if outside temperature changes dramatically during the day. With such performance, durability and easy of tuning, the Reedy 121VR-ST has everything I want from a nitro engine.