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MeanBean49

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Everything posted by MeanBean49

  1. Cool, only 5mm more than slingy, thats not too hard to sort
  2. Very cool. Is the sprocket offset 100mm from wheel centre as standard on these then? May have to keep an eye open for a set
  3. It less because the turbo is creating a greater vaccum than an N/A engine is. Its not positive pressure until after the turbo. The problem is being able to get the slide to react properly. If your at closed throttle at quite high rpm, the turbo is spinning creating quite a lot of vaccum, you open the throttle a little bit, but you get a massive initial airflow because of the big vaccum, pressure differential is huge, and you get fully open slide and more float bowl pressure, and then massive excess of fuel dumped into the motor at once. Its transitions in throttle position that are the problem, not max flow, or constant throttle, or max cfm stuff. If CV's worked or were easy to get to work then tgats what people would use instead of spending a fortune on expensive carbs
  4. Do I have to tell you the same thing again! On a draw through, your only affecting one side of the carb. So the pressure is way different on one side of the carb which makes the differential way more than under normal n/a operation or in blow through operation where you have the same increase or decrease on both sides of the carb. This means the slide will not function properly. Lets put some fictional numbers on it to help. N/A inlet side 1 bar, outlet side 0.5 bar pressure differential carb is designed to operate with 0.5 bar Blow through, system inlet 3 bar, outlet side 2.5 bar, pressure differential 0.5 bar, carb functions as normal Draw through, inlet side 1bar, outlet side 0.25bar, pressure differential 0.75 bar, carb cant function as normal, slide will not work properly and float chamber cant function right either You proably can mess about and get one to function somthing like at different pressure differential but I doubt it would be easy, and would be trying to get it to work at a different velocity as what was designed, and likely to still have issues on transitions from WOT to closed and vice versa
  5. Whether you buy it or not thats the reason. A CV carb does not function on vaccume. It functions on the pressure difference between inlet and outlet When you increase an engines capacity you increase the volume drawn in, but you do not change the pressure differential between inlet and outlet. When you have a blow through system you increact the volume through the carb but you do not change the pressure differential When you have a draw through you massively change the pressure differential and the slide will not work properly. Im a degree qualified aeronautical airframe and jet propulsion specialist, and its not complicated at all.
  6. An SU carb only relies on vaccum only. A CV carb relies on a pressure difference between inlet side and outle side. Has nothing to do with cfm.
  7. See my response above. A CV doesnt just rely on the airflow through the body, it uses pressure differential to open and close the slide. On a blow through system the pressure differential between inlet and outlet of the carb is the same as in N/A use. In draw thru the differential is much much greater due to their being way more vaccum at the outlet side than the inlet. This means the slide cant work properly
  8. Worst case scenario, pop to mine and borrow my motor. Not getting time to put my race bike together at the mo.
  9. Iirc its because of the pressure difference between ambient and the outlet side, it stops the slide opening/closing properly, or can make it open/close too quickly depending on what the turbo/engine is doing
  10. Head upside down with plugs in, pour some petrol in the combustion chambers and watch for a bit, if they empty then they are not sealing and could do with lapping in. Whether you need to start with coarse and then have to do again with fine will depend on how bad they are. I generally find 99% of the time fine on its own will do the job
  11. May not appear cheap, but it looks very very similar to the hundreds available from China for £20 on teebay. Got one myself (brown one) to use for cutting and mock up so i can have a decent one made right
  12. Yes it will work perfectly fine. But save all the agro, goimg round in circles and going on jetting advice of others. Dont bother wasting money on a dynoshit kit, ot will just make it harder to get setup well and end up being shite on fuel. Get it to a decent dyno place that actually knows what they are doing, pay for some time and a set of jets to suit.
  13. Where you getting your turbo map from? My turbo ran best with a standard ignition curvre. But I had big intercooler. Generally non intetcooled setups people end up with about -3 or 4 degrees off max advance to keep it safe
  14. Like I said earlier the stock tps map is just a generic thing, its not intended to work, you need to imvest in a lot of dyno time if you want to use this function and get it setup right. Thats because these bikes didnt have a 3d map in the first place. Ignitech just supply a 2d map mirroring the standard curve that is ok to use as is. If you making any changes to the map without doing it on the dyno then your pissing in the wind really anyway. I personally wouldnt want to be running 40 degrees of advance at low throttle openings, not likely to be doing your motor any good
  15. Read it again, still says 55!
  16. What have you copied to end up at +55? Max standard advance is 36 degrees iirc, how you +5 to that and end up at 55 I dont know. 55 is likely to grenade your motor
  17. As far as im aware the 3d map they come with isnt inteded to be used as is, its just generic, because these bikes dont have 3d maps as standard. A b12 has tps, but its only setup to retard ignition slightly in lower gears. The standard 2D map is a copy of the standard ignition curve. Ive foumd it always works fine. Usually get the best from stock motors by adding 3-4 degrees to max advance. 3D mapping your only going to get right wuth hours of dyno time, set it all to match the standard map and go from there, you need to be doing loads of dyno pulls at each throttle opening to see what works best. I have heard investing time in a good 3d map is worth it on a road bike, makes running really smooth and improves fuel economy quite a lot.
  18. He started it, ner ner ner na And we still have no idea exactly what it is he wants to know, if you need to know the size of somthing so you can fill the hole its left, then you must have the hole to measure instead?
  19. If it was simple you would have got a simple answer. Was you who got shitty about the first answer you got and hence the following less serious responses. Going out on a limb now and guessing what you may actually want to know is what width is the speedo drive?
  20. So your not getting rid of it then like you origionally stated? And if your filling the hole it left, measure the hole.
  21. My point still stands, a bandit or gsxr ignition curve is not a top secret thing only ignitech know. They got it from somewhere in the first place, its not their property in the first place really. Not looked at mine in ages, cant remember what they come programmed with. If you want either map just email ignitech and ask for it, they will email it over. Ive done it a few times when i have swapped one of my units onto a different bike.
  22. Whos ripping anything off? Talking about a standard ignition map, as supplied by ignitech to go onto another igmition map. Not that an ignition map/curve is a top secret thing anyway. Suzuki and every other manufacturer seem happy to make them common knowlege
  23. Igntech has them all available, you just select it from the dropdown. Iir 750, 1100 and b12 are pretty much all the same, just slightly different rev limits
  24. Just add however many degrees on the map where you want them and click programme
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