Triumphrat

casida · 11-12-2012, 11:48 PM

I have a bad habit of feeding the trolls. =)

Quote:

Originally Posted by steventhechef

Can I play too? Can I play too?

Shaneduc, stop trolling or you'll be called a wanker

sakurama · 11-13-2012, 03:25 AM

Quote:

Originally Posted by ShaneDuc

Then you were doing something wrong. What your friend and you are attempting to sell, sounds more like smoke and mirrors. No dyno's comparisons with different filters; Uni-Filter vs K & N's or other brand, with and without his velocity stacks....

Let's just say, "I'm very skeptical."

..........And the dyno you displayed is for the KTM, not the Ducati. Two totally different engines. Carburetion vs Fuel Injection, there's another a big difference. You're trying to compare apples to apples and in this case doesn't work.

I guess my subscription to this thread is flaky as I only seem to get an update every few weeks instead of days.

Anyway, I shouldn't have posted anything until Chris tested on a Triumph - but then again that's how he got started looking for one. He was arranging that when Sandy hit and he and much of NJ and the NY metro area have been without power for several weeks. Anyway, he's got a Bonnie lined up and will do the work to see what can be done. He's not selling anything here or to Triumph owners until he's worked it out and tested it.

As far as me and my KTM - my dyno chart that I posted is two runs before and after with no other changes other than the stacks and the main jet. The filters in the first run are the stock K&N's that come with the kit that Sudco sells and the second run are also K&N's but larger for the stacks. Not exactly sure what your problem is with that - same bike, same carb, one part swapped and the dyno chart is pretty easy to read. It's as apples to apples as Granny Smith gets. It's even more obvious on the road where I actually ride.

Like I said, I hope he can find as much with a Triumph kit - until it's done we won't know but I just want to set you straight on my bike.

Gregor

agro · 11-26-2012, 08:05 AM

Quote:

Originally Posted by beemerrich

I hear where you're coming from Agro...for about $35 per pair of velocity stacks and $100 of dyno time, I can test all 4 of the RS velocity stack lengths for my machine for less than $250 and have a induction length tuned to my motor's exhaust/cam timing.

My personal experience reflects your result, which was dialing in the tuned intake length ws beneficial in backfilling a hole in the midrange. It did nothing for me up top on either the CVKs or on the CR carbs.

Regards,

--Rich

Yep, midrange torque rules!!
Long stacks will fill in holes that the 2 into 1 creates. Also long stacks will fill in the holes big cams with long duration and large overlap like the 813, Irrespective of carbs used, CR, FCR, CVK.

By the way Rich, what main jet size were you using with CVK's stacks and Uni pods?
Had 135's now @ 150's, think it still needs more?

Have tried smooth and polished 790 manifolds with 50mm and 70mm stacks with 135 mains 42 pilots. The 70mm stacks felt good with this main.
Today tried 865 manifolds, no spacer, 50mm stacks, 150 mains, 42 pilots, felt very strong in the mid range.
Tomorrow, will try this combo with 70mm stacks.
Then i'll try the polished 790 with 150 mains and the 50mm then 70mm stack
Should get me a smart phone and get the "Smart Speedometer" app.... I'm having way too much fun...

beemerrich · 11-26-2012, 03:48 PM

Quote:

Originally Posted by agro

By the way Rich, what main jet size were you using with CVK's stacks and Uni pods?
Had 135's now @ 150's, think it still needs more?

I was running 150 mains with thruxton needles/no shims. 42 pilots. This was optimal on the dyno using Uni pods over 50mm velocity stacks, 790 cams, and D&D slip ons on stock thruxton headers.

Best way to check if the main is big enough is to go full throttle for a bit and then let off to 7/8ths throttle...if she picks up, its running lean/the main is too small.

Cheers,

--Rich