RK Tek is located in Preston, Idaho and is owned and operated by Kelsey and Rex (hence RK). RK Tek sets itself apart from other performance shops by testing its products in the best lab in the world - the great outdoors. Yes, that is right, RK Tek draws results from "real world" testing - that means testing products where you will be using them. For those who would like a little more hard evidence, there are also dyno reports available to back up what RK Tek has proven in real world testing, and perhaps the best way to convince yourself is to talk to other RK Tek customers.
RK Tek also use a MUCH higher quality aluminum than ALL other aftermarket companies. RK Tek uses 7075 T6 Aluminum vs. the standard 6061 aluminum used by others. 7075 T6 is MUCH more rigid due to its higher Nickel content. It dissipates heat much better and has a much higher resistance to flexing.
Above all that, 7075 T6 costs $3.00/lb MORE than 6061 Aluminum. RK Tek will not "Skimp" on quality just to save a buck.
As of May 2009, RK Tek has a Patent application on their unique combustion chamber design!! What does that tell you about the product? To be able to have a combustion chamber design that is unique enough to be issued a patent!! This stuff is definitely not ordinary performance parts!!
RK Tek customers rave about how great and reliable these products are - just ask anyone that's using one of our custom heads, big bore kits, clutch kits or other performance products. Rather than slap a bunch of junk together and shoot for mass production, RK Tek takes the time to get each application dialed-in just right. This keeps people happy and then they keep coming back. We would encourage you to read through some of the forums on SnoWest.com, DooTalk.com and others, just to hear what folks are saying about RK Tek.
A good strong work ethic, the highest quality performance products, attention to customer service and a ton of useful information are some of the ingredients that make RK Tek one of the best 2-stroke performance shops on the planet.
RK Tek takes a different approach to 2 stroke engine building than most others. We use to get all "bogged down" with the "theories" that surround 2 stroke engines. Oh yes, we can speak theory with the best of them... What we shortly determined was that all those theories and formulas were based on engines from the 70's and 80's and do not apply to the modern day 2 stroke engine. The 2 strokes of the past were air-cooled and piston port induced. 2 stroke exhaust systems were in their early development and primitive compared to the exhaust systems of the 21st century. Well, the modern 2 stroke engine is water-cooled and reed valve inducted and has a very sophisticated exhaust system in place. A FAR cry from the engines the books were written about.
So, we developed some theories and formulas of our own that more closely mimic the modern 2 stroke engine and differ, sometimes greatly, from the books and SAE papers of the past.
We focus on internal engine flow and engine efficiency. We strive to increase the efficiency of EVERY function of the engine. By increasing efficiency, one increases performance.
MORE EFFICIENT = MORE PERFORMANCE!!!
It IS that simple!!
The more efficient engine also does not suffer form narrow engine power-bands. ALL our engines will have a very wide operating band and will not be finicky with elevation change.
IS THERE REALLY SUCH A THING AS INCREASING THE HP TO THE TRACK VIA CLUTCHING CHANGES?
I have avoided this whole topic for a VERY long time...because it will open up a can of worms and MAY even add more confusion...but I think the time has come and it is near impossible, with my typing skills, to effectively relay what needs to be said.. so, I will just touch on the high points and hope it translates well. 
1) Since all sleds have the SAME medium (Clutch, belt, chain, and track) for movement. unless you change one of these "items" AS A WHOLE there can be no more or no less power transfer. It really is that simple!! So, unless you physically are running a DIFFERENT clutch (not clutch internals.. but clutch) or belt, or Chain.. the power transfer from the engine crank to the chain is the SAME! The only time this is not true is if the belt is slipping in the clutches!! If you have continuous, not momentary, belt slippage, then there transfer of energy will be lower. BUT if there is not slippage in the mediums, then the transfer of energy remains the same. Can the rotational speed change? Yes. Can there be a parasite (like a bad bearing) that is robbing HP due to frictional losses? YOU BET!
2) If you have a clutching set up that previously did, say 90 MPH and you change out some clutching component and now you do 100MPH, what you did is change the final shift ratio! Your final shift ratio changed and allowed for the added MPH, not the HP. You did not suddenly find new HP to allow you go another 10MPH... You were simply able to NOW overcome a "blockage" that did not allow you to get to the higher shift ratio.
Think of a baseball being thrown into the air where there is a 5mph head wind. Now throw that same ball , the same way (like your clutches and engine always do) into the air with zero head wind. The baseball will go further and faster. Was the baseball thrown with any more "power" or initial velocity?? NOPE! It was thrown with the exact same amount of energy every-time. Just like your engine turning your clutch... same every time.
So, I think the terms "HP to the track" is a bit misleading.. because the HP delivered by the engine remains the same! Your track is still seeing (if your track could actually see) the same HP every-time.. The real difference is how far your belt is moving UP in the clutch sheaves!
Simply put.. you can not gain power transfer with any system unless you alter a component that is causing loss.
Changing ramps, springs, and helix designs do not change how those components "do their job" in terms of mechanical functionality nor do they transfer any HP that was being "left" at the crank end! The HP at the crank end is ALWAYS there for using and is always the same for given RPM!!
IF any of these individual components were causing belt slippage, then that is a different story..BUT.. belt slippage is NEVER a constant deal.. if it were, you would not get anywhere. Belt slippage , if present, is always a very intermittent entity that only rears its head under certain conditions.
3) OK, so what about dyno sheets that show the HP going up with different clutch components?
OK, let's define HP and maybe this will clear up the whole track HP speed part:
Horsepower is defined as work done over time. The exact definition of one horsepower is 33,000 lb.ft./minute. Put another way, if you were to lift 33,000 pounds one foot over a period of one minute, you would have been working at the rate of one horsepower. In this case, you'd have expended one horsepower-minute of energy.
So, HP is directly related to time. This is important when talking about a track dyno. So, the track dyno is measuring how fast you accelerated the track to X MPH. and since HP is directly related to time, one can calculate a HP number to associate with that acceleration.
GOOD STUFF.. But.. what is really being measured is how fast the track was accelerated or how fast your clutches SHIFTED! The engine's HP was always there for the taking and did not change.
Think about this. If you have a sled that does 100MPH MAX in 10 seconds and you make a clutching change and now you do 100MPH MAX in 9 seconds.. You did NOT change the HP transfer nor did you change the final shift ratio. 100MPH , no matter how fast you got there, will still have the SAME final shift ratio every-time! WHY.. Because the belt length/width, gearing, and rpm stayed the same!! so, no matter how you get there, ultimately these components will determine at what ratio 100MPH is achieved and it will remain the same unless something is changed to alter the gearing. It is fixed and will dictate at what shift point you will be travelling "X" MPH! ..Always..
OK, so are clutch kits bad?? Not at all!! SOME can be VERY effective at overcoming a mis-matched factory installed component that is making it difficult to SHIFT past a certain shift ratio and into a higher shift ratio.
DO, they add HP... IMO.. no... the HP is supplied by the engine and is always there.
Do they transfer more power to the track? IMO.. NO...The clutching medium has not changed. it is still 2 clutches, a belt, and some gears,, so, changing internal components does NOT change the "SYSTEM" as a whole.
Can they make you go faster in a given amount of time? Absolutely!
Can they make your sled travel at a higher rate of speed? SOME.. You bet..
Since you are going faster is your sled delivering more HP to the track?? Hmmm.. that is a loaded question.. IMO.. NO.. the HP to the track will be near the same, but what has changed is how efficiently your sled is using the HP that is available for the taking. Meaning...is it allowing for maximum shift or is it fighting a component that could cause it to not obtain the shift point it is capable of???
AGAIN.. this post was NOT to "DUMP" on anybody or anything.. it was simply one person's perspective/opinion on an issue that can be debated probably...indefinitely..
Installation instructions and "How-to" guides for RKT Products.
Polaris Piston Myths vs. facts and "Fix Kits"
Polaris CFI-2 Pistons and how long you should let it "Warm Up" (controversial)
UNIVERSITY PAPER SHOWING SOME OF THE BENEFITS OF THE RK TEK HEAD DESIGN PATENT
WHAT CAUSES A 2 Stroke Engine to COLD SEIZE?
Engine load and it's effect on performance.
HP to the TRACK?? Is this a MYTH?
CLUTCHING SET-UPS, TESTING, and FUNCTION
OILS: 2 Stroke Vs. 4 Stroke Synthetic vs. Non-Synthetic
Exposing the Myths of High Octane Fuel and the Definition of Detonation
Piston Deck Height; how to measure it and its importance in engine design, modification, and combustion chamber design.
Pressure waves in the pipe
Pressure waves /Sound waves and how they react in a pipe
How Elevation changes these?
Why Some Aftermarket Exhaust Cans can Harm your Engine
What is really going on inside your engine with the exhaust?
Cranking Compression Vs. Octane Requirements
TORQUE vs. HORSEPOWER
Flat-Top Pistons vs. Crowned Pistons Views
The REAL Function of the Ring
Ski Doo Rotax Series III Engine Problems and Solutions.
The REAL reason why your engine does not run consistent!
2 Stroke Engines: Operational Theory -->Does the bigger, higher HP engine require more or less fuel?
Ski- Doo 800 Twin Stock Bore CUSTOM "drop-in" Piston kit 160HP with head .
FUEL/AIR Ratio and how the TORQUE-LINE Head effects Jetting and Fuel mapping
Ski- Doo Twin Big-Bore Kits
ETHANOL: ITS EFFECTS, STORAGE, and TESTING
ADJUSTING FUEL FLOW and HOW YOUR CARB WORKS
