I found out about Microlon a little over a year ago through my uncle who is a gun enthusiast and aficionado. He knew about my suspension business for custom set up and properly tuned motocross suspension (forks and shocks). He gave me a pamphlet on Gun Juice and asked me if this was anything that could be used in my business. I read the pamphlet when I got home and figured out my uncle was onto something. However, being as busy as we are I did not act upon it as soon as I should have. A year after finding out about Microlon, I finally called and spoke with  Larry . He had more experience and had developed a product using Microlon specifically for shocks and forks. But, to my knowledge, it had only been used in Road Race applications. He informed me that the FTX could be poured directly into the forks with new oil. I told him that would be great for the weekender wanting a better ride. However, my customers’ bikes, shocks and forks leave our shop race ready. We agreed upon FTX being the right product with my application process being a great addition. Upon arrival of the product, I already had a perfect candidate to test. I used my application ideas on the upper fork stanchions and the bushings (basically any internal sliding surface) as well as the internal shock body (piston band and shock shaft bushing). During the bleeding process of the shock body, being mindful that I had already been into this particular shock previously, I noticed roughly 40-50% reduction in stiction. We took the bike out within two days of application for testing. I didn’t tell my test rider that I knew it worked for fear of placebo effect on his opinion. I told him not to be afraid to tell me that he didn’t feel anything good or bad. We were testing a product, and his input would let me know if I was onto something and whether or not to alter the application process. After his first moto, he then told me he didn’t know what the hell I did or what the product was, but I absolutely must pursue it. He informed me that he didn’t feel virtually any and all minor imperfections in the track that he would normally feel (small whoops, breaking chop, accelerating chop, and kickers in jump faces). His words were “The bike virtually floats!” It didn’t affect his clicker adjustments and he was able to ride faster for longer periods of time due to massive stiction reduction. I have since refined and perfected the application process and am currently marketing it as an additional affordable suspension upgrade, as opposed to the industry standard of hard anodizing and the very much not affordable DLC Coatings. I have a company in place, out of state, that is going to work with me and I’ll be doing shock and fork dyno tests (pre and post treatment) to see what the real numbers are. Stay tuned for my dyno results in the near future.

The bike is a year 2000 Ducati ST2 (944 Engine) with 34,400 miles on the clock (it had 2295 when I bought it 5 years ago). The bike is totally standard except for a 14 tooth gearbox sprocket. Its serviced annyally by me with Rich of Louigi Moto adjusting the valves if they need doing. The bike was taken to Tim Blakemore in Bristol and put on the Dyno. Ducati figures are 83 hp at the crank. The actual reading at the back wheel is 72.81 hp. You will notice that the revs are not on the readout. This is because the fairing needs to be removed to connect the dyno and I couldn’t be arsed as it is a pig to remove. I then added the Microlon as per instructions. 22 fl oz of Microlon was put in the engine and 2 fl oz in the fuel tank. I then road the bike on the motorway for 140 miles with the revs at 4000 – 5000 RPM. There was no increase in engine temperature, as I expected, during the running in period. The bike was then tested again with a reading of 77.02 as the result. The net gain of approx 6%. The only way to get a gain like this on a standard bike is by fitting a Power Commander at 279.00 Euros plus set up and the improvement on my bike would probably be less than this.
 
On the way home I had a little play. I like to come out of the bends on the torque and am sure there is more there (the torque results are being emailed to me). I will forward them as soon as I have them. The gear change is noticeably smoother and the throttle snappier. I also think the fuel consumption is less but will confirm this in a week or so.
 
Tim Blakemore is a motorcycle service engineer and tuning specialist in turbo and nitrous. He also has a drag bike which he races.
 
Richard is a Ducati specialist and prepares race bikes for many teams. He is well respected in the racing scene and a very popular track day instructor.
 
Both of them were very skeptical of the product as they have seen and tested many such “Performance Products” in the past but both are impressed by the results and I am sure they would both be prepared to stock the product especially after Rich tests the fork treatment.