Joined Jan 2006
59 Posts | 0+
Bishop, California
As advertised, the system is designed to boost low to mid through directing air directly into the cylinder @ >1/2 throttle - avoiding the "eddying" effect for lack of a better term, or turbulence created in the intake when the slide is in low to mid travel prior to WFO. My neighbor is running both in & out in his WR and claims very noticable "seat of your pants" meter boost to low & mid.
Taffy - I believe your avatar on this one, the product has nothing to do with jetting
Taffy - I believe your avatar on this one, the product has nothing to do with jetting
Joined Feb 2003
3K Posts | 384+
Escondido, Ca. USA
Ive seen this gimmick dyno'd more than once [once in tbm on a ktm450], it made no difference whatsoever no matter how many runs they did?
Joined Nov 2001
17K Posts | 774+
Ely, England
k-dub
you're talking out of your a-hole fella!
the more walls and turns a mixture hits the finer and better the mixture and the cleaner the burn. this product helps mix the fuel by pushing it in a new direction - thus better mixture.
this will benefit a mixture dripping in unatomized fuel most. therefore a rich mixture benefits most but all mixtures will do better.
the inprovement felt in a bike well jetted - read: lean (OEM being traditionally rich) will be zilch. if it was that good it would be in all the roadrace bikes and it isn't. ok?
regards
Taffy
you're talking out of your a-hole fella!
the more walls and turns a mixture hits the finer and better the mixture and the cleaner the burn. this product helps mix the fuel by pushing it in a new direction - thus better mixture.
this will benefit a mixture dripping in unatomized fuel most. therefore a rich mixture benefits most but all mixtures will do better.
the inprovement felt in a bike well jetted - read: lean (OEM being traditionally rich) will be zilch. if it was that good it would be in all the roadrace bikes and it isn't. ok?
regards
Taffy
Joined Jan 2006
59 Posts | 0+
Bishop, California
TAFFY
I'd love to fly my *** over to your favorite pub, find you, take you outside and slap the taste out of your elite-ist mouth.
I'm trying to get some information on a product used by many other riders on other bikes. People like you on this site love to **** on those of us that don't sit and monitor every topic every day and have your "doc" memorized. I'm not a moto engineer, but I know BS when I smell it.
If your theory on fuel mix is correct, the more bends and surfaces you can put in the way before the mix gets in the cylinder the more "refined" is gets prior to detonation. Sounds like complete ***** to me.
You're a F____in' Prick and I don't care if the UHE moderators ban me for saying it.
I'd love to fly my *** over to your favorite pub, find you, take you outside and slap the taste out of your elite-ist mouth.
I'm trying to get some information on a product used by many other riders on other bikes. People like you on this site love to **** on those of us that don't sit and monitor every topic every day and have your "doc" memorized. I'm not a moto engineer, but I know BS when I smell it.
If your theory on fuel mix is correct, the more bends and surfaces you can put in the way before the mix gets in the cylinder the more "refined" is gets prior to detonation. Sounds like complete ***** to me.
You're a F____in' Prick and I don't care if the UHE moderators ban me for saying it.
For what it's worth I put a product by SLP on my 02 125 SX that had two blades instead of one(one about 1/4 from the bottom and the other at 1/2)but it fit on the outlet side of the carb.On a properly jetted bike it ran slightly crisper especially at low rpm high load but at higher RPM's any benefit was negligible and unnoticable-by me anyway.
My two cents,
It only really makes sense to have the blade on the motor side of the carb, as that is where the "eddying" would take place. Seems to me that intake impulse might be of higher velocity on the smaller throttle openings. Seems to me that this would probably richen the mix as the higher air speed through the carb would create a higher pressure differential and draw more fuel through the jet/s.
Another factor with these wings in place on both sides of the slide is an effective reduction in the throat diameter of the carb because of the mounting pieces themselves. This would also contribute to a greater intake impulse, creating a more torquey feel on the bottom. However, depending on the size of the carb in the first place, one could loose some top end performance.
I do have to agree that getting the carb tuned correctly in the first place will yield a broader power band, and ultimately more horsepower. And I know that the power now's for just one side is like $100. A local Husaberg Mechanic is using the system that Ford described on his KTM 450 and he felt it worked great. I haven't tried one myself but in theory it seems like it would work.
And just for what it's worth, the Dyno doesn't always tell the tale of usable power. In other words this system could produce a more responsive feeling motor, but, still be making the same power.
It only really makes sense to have the blade on the motor side of the carb, as that is where the "eddying" would take place. Seems to me that intake impulse might be of higher velocity on the smaller throttle openings. Seems to me that this would probably richen the mix as the higher air speed through the carb would create a higher pressure differential and draw more fuel through the jet/s.
Another factor with these wings in place on both sides of the slide is an effective reduction in the throat diameter of the carb because of the mounting pieces themselves. This would also contribute to a greater intake impulse, creating a more torquey feel on the bottom. However, depending on the size of the carb in the first place, one could loose some top end performance.
I do have to agree that getting the carb tuned correctly in the first place will yield a broader power band, and ultimately more horsepower. And I know that the power now's for just one side is like $100. A local Husaberg Mechanic is using the system that Ford described on his KTM 450 and he felt it worked great. I haven't tried one myself but in theory it seems like it would work.
And just for what it's worth, the Dyno doesn't always tell the tale of usable power. In other words this system could produce a more responsive feeling motor, but, still be making the same power.
Joined Apr 2002
1K Posts | 3+
fallon nv
Every time I see one of these "gizmo's" I think about running your car on water and the "secret" additive. I think that if such a product did all it claimed then the cost to the OEM would make it worth while to have it on their bike's. NONE DO.
I stand on the side of proper jetting on this one. I do agree that turbulance is needed in low flow situations but again with a properly jetted bike the tapered needle will make up for the lack of flow in the bottom to middle rpm range. IE; Dales tapered needle. Remember tapered needles were invented to give you a better control of fuel in the 1/4 - 3/4 throttle range.
I would like to see a dyno from an objective party but in the mean time I cant ride my 550 WFO anyway so I dont really NEED more power. I NEED a bigger TANK! :twisted:
PS Play nice boys or I will be forced to pretend to be like a referee for that dum round ball game that you play with your feet and pass out cards
I stand on the side of proper jetting on this one. I do agree that turbulance is needed in low flow situations but again with a properly jetted bike the tapered needle will make up for the lack of flow in the bottom to middle rpm range. IE; Dales tapered needle. Remember tapered needles were invented to give you a better control of fuel in the 1/4 - 3/4 throttle range.
I would like to see a dyno from an objective party but in the mean time I cant ride my 550 WFO anyway so I dont really NEED more power. I NEED a bigger TANK! :twisted:
PS Play nice boys or I will be forced to pretend to be like a referee for that dum round ball game that you play with your feet and pass out cards
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As Daleo stated you would think these would cause a richer condition off the bottom which would explain why the magazines rave about the improvement in starting and bottom end performance on their California lean jetted models.Mine was a" SLP Power Pak" -(I had to go look it up)which was sold as a snowmobile part but as it fit a Keihin PWK 39 I figured it was worth a shot-especially where it mounted in the outlet which made more sense anyway.I think jetting issues and dyno figures are neither here nor there but I'd be much more interested in flow data to determine if there was a benefit off the bottom or a detrimental effect on top.
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