stock bore with .415/.395

[midnight black man]

bill... i have 185.4 on a superflow dyno(95 ron gas) which by many is considered very strict...stock,it produced 152 on the same dyno...i'll post the graphs tonight...

i took this bike and another one i built to a dyno shoot out and this one produced 194.7...the dyno was a dynojet 250 one...unfortunately i don't have the graph of this one...the guy just put the results on a widescreen after each dyno and didn't give us any sheets at the end...

yngve...the graph from thomas indicates extremely high intake lobe(the first dip around 7-8 thou) and probably highly modifies air box( no air filter?) with very short stacks...(the second dip)...do you have any further information on how the bike was set up?

[Yngve]

not stock bore , std stroke running pump

I have no idea about what kind of fuel he used but I guess it wasn't that special. Living in Northerner Sweden as he does aren't helping in getting the latest fuel....

[DarkFalcon]

yngve...the graph from thomas indicates extremely high intake lobe(the first dip around 7-8 thou) and probably highly modifies air box( no air filter?) with very short stacks...(the second dip)...do you have any further information on how the bike was set up?

MBM, those dips precede spikes..........and my hunch is that the first spike is related to the opening of the intake valve and the subsequent wave activity while the second dip/spike is related resonation of the intake tract. In both cases, shortening the stacks will tend to raise the tuning RPM; the first effect is also very sensitive to intake camshaft duration. You also have a PM.

[midnight black man]

yngve...the graph from thomas indicates extremely high intake lobe(the first dip around 7-8 thou) and probably highly modifies air box( no air filter?) with very short stacks...(the second dip)...do you have any further information on how the bike was set up?

MBM, those dips precede spikes..........and my hunch is that the first spike is related to the opening of the intake valve and the subsequent wave activity while the second dip/spike is related resonation of the intake tract. In both cases, shortening the stacks will tend to raise the tuning RPM; the first effect is also very sensitive to intake camshaft duration. You also have a PM.

the graph below is the last dyno i did( with the head gasket blown)...the dip between 7-9 occured by switching to all short stacks...

in addition to what you've written i want to add the importance of the combination of the exhaust reflective waves with the ones from the intake...combining those is a tough one...

[mike46]

yngve...the graph from thomas indicates extremely high intake lobe(the first dip around 7-8 thou) and probably highly modifies air box( no air filter?) with very short stacks...(the second dip)...do you have any further information on how the bike was set up?

MBM, those dips precede spikes..........and my hunch is that the first spike is related to the opening of the intake valve and the subsequent wave activity while the second dip/spike is related resonation of the intake tract. In both cases, shortening the stacks will tend to raise the tuning RPM; the first effect is also very sensitive to intake camshaft duration. You also have a PM.

the graph below is the last dyno i did( with the head gasket blown)...the dip between 7-9 occured by switching to all short stacks...

in addition to what you've written i want to add the importance of the combination of the exhaust reflective waves with the ones from the intake...combining those is a tough one...

You thnk?

[DarkFalcon]

  Agreed. Now, how to do it is well, er, uhh, ummm a different story. In my eyes, a big part of the problem is understanding how the exhaust waves behave and at what speed they travel; it is known that primary steps affect timing reflection and that the waves travel at the speed of sound, but this varies with temperature. Oh well 

[GeorgeC]

Looks like you could make good use of an extended ECU, or Dynojet ignition module that would let you raise the rev limiter a few hundred RPM...  That HP is still climbing pretty good when it was shut off.

[midnight black man]

Looks like you could make good use of an extended ECU, or Dynojet ignition module that would let you raise the rev limiter a few hundred RPM...  That HP is still climbing pretty good when it was shut off.

my thoughts exactly GeorgeC...the only problem is that i don't know if dynojet will give me the codes to unlock the ignition module for the extra 500 rpm provided...the application they have for that matter regards us customers...

something irrelevant...i'm going with 0.395/0.378 to make things easy on my valvetrain...
should i go with hardwelds or billets? web has both...i don't have any experiance with this kind of cams due to the fact that i've always used yoshimura on my bikes...

[SKILLZ]

Looks like you could make good use of an extended ECU, or Dynojet ignition module that would let you raise the rev limiter a few hundred RPM...  That HP is still climbing pretty good when it was shut off.

my thoughts exactly GeorgeC...the only problem is that i don't know if dynojet will give me the codes to unlock the ignition module for the extra 500 rpm provided...the application they have for that matter regards us customers...

something irrelevant...i'm going with 0.395/0.378 to make things easy on my valvetrain...
should i go with hardwelds or billets? web has both...i don't have any experiance with this kind of cams due to the fact that i've always used yoshimura on my bikes...

So you have decided to go with these now??  Well if you get yours in before mine, keep me updated on how well they do.....  Should be interesting.... Also let me know on the ignition module, I think I could use the extra rpm also.

[midnight black man]

Looks like you could make good use of an extended ECU, or Dynojet ignition module that would let you raise the rev limiter a few hundred RPM...  That HP is still climbing pretty good when it was shut off.

my thoughts exactly GeorgeC...the only problem is that i don't know if dynojet will give me the codes to unlock the ignition module for the extra 500 rpm provided...the application they have for that matter regards us customers...

something irrelevant...i'm going with 0.395/0.378 to make things easy on my valvetrain...
should i go with hardwelds or billets? web has both...i don't have any experiance with this kind of cams due to the fact that i've always used yoshimura on my bikes...

So you have decided to go with these now??  Well if you get yours in before mine, keep me updated on how well they do.....  Should be interesting.... Also let me know on the ignition module, I think I could use the extra rpm also.

will do so...

[gnd111]

Something about your DJ talk is off.  They never hassle any R1 or FZ1 guys about the rev-extend.  They just plug it in and go...

[JDookie]

I completed and faxed the required form to DJ for the rev extend program multiple times and haven't heard a peep fom them. After three months, I just gave up.

[gnd111]

I completed and faxed the required form to DJ for the rev extend program multiple times and haven't heard a peep fom them. After three months, I just gave up.

I mean they just buy the ignition box and plug it in - automatic rev-extend...

[JDookie]

I completed and faxed the required form to DJ for the rev extend program multiple times and haven't heard a peep fom them. After three months, I just gave up.

I mean they just buy the ignition box and plug it in - automatic rev-extend...

I'm a little confused. I thought you needed to request a code to unlock the extra 500 rpm, which is what I have been requesting from them, and have to hear about. I have both, the PC and the IM.

[GeorgeC]

I completed and faxed the required form to DJ for the rev extend program multiple times and haven't heard a peep fom them. After three months, I just gave up.

I mean they just buy the ignition box and plug it in - automatic rev-extend...

No, it's not an automatic rev-extend...  You have to fill out a form and send it to DynoJet. 

From DynoJet's website:
Rev X-Tend
On select models of bikes our Rev Xtend feature is available when using the Ignition Module. Rev Xtend makes it possible to increase the RPM limit from the factory setting. This feature is intended to be used on engines that have been modified to allow the increased RPM limit.

This feature can only be enabled on the following models:
04-05 Suzuki   GSXR600 04-07 Kawasaki   Z750 
04-05 Suzuki   GSXR750  03-07 Kawasaki   Z1000   
03-07 Suzuki   SV-650  04-07 Kawasaki   ZX10R   
03-07 Suzuki   SV-1000  00-05 Kawasaki   ZX12R 
01-04 Suzuki   GSXR1000  2003  Kawasaki   ZX6RR   
02-06 Suzuki   GSX1300R  02-07 Yamaha    R1 
06-08 Kawasaki ZX14 06-07 Yamaha    FZ1 
2008  Kawasaki KFX450 07-08 Yamaha  XV1300 
06-07 Kawasaki EX650R 02-08 Yamaha   Warrior 
04-07 Kawasaki VN2000 00-01 Honda    CBR929 
2003  Kawasaki   ZX6RR  02-03 Honda    CBR954 
03-04 Kawasaki   ZX6R  01-06 Honda    F4i   
   02-08 Honda  VTX1800   
 Harley Davidson Rev X-Tend/Start Fuel >> 

In order to activate this feature you must first download, fill out, and sign the waiver below. Once completed it needs to be faxed to Dynojet Research Inc. at 702 399-1431.

[gnd111]

Gotcha - never hear that discussed over there...