| Author | Message | ||
     Gmilk |
I havent fired mine up yet...Ive got the bread box off and waiting for the FORCE. Ill let you know how it sounds asap. Mitchs2, did you jet the carb? I saw someone post awhile back that it actually wasnt recommended with the Boss/Force setup. Someone posted that they spoke to Rek and he advised to leave the carb stock. Any thoughts or comments anyone? Gmilk | ||
| Zx9rmal |
I've got an '01 X1 with a V&H slipon. Dealer installed prior to delivery. I guess that means it fits? | ||
| Buellzebub |
Help, does anyone know what the story is on the Factory race mufflers [97s1]? I've ordered the pipe and muffler, the pipe has been shipped, but no muffler. I am waiting on a reply from my dealer, but was wondering if any one here has any information that they would care to share regarding this muffler. thanks | ||
| Cyclonem2drew |
Gmilk, Rek had told me that you don't need to rejet the carb for his pipe and a high flow air filter such as the Force or the Buell Race filter. That being said, I added the Thunderslide kit anyway with the Boss and the Force, and, properly adjusted, it runs great. | ||
| Mitchs2 |
Gmilk Before I change the jetting on my M2, I need to put some miles on it and read the plugs. The throttle response is clearly better. However, my situation is not typical since I live at 7,000 feet. I will keep you posted on what I learn. Aaron Wilson (Aaron on the BBS) is also a high altitude person and a dyno junkie. I will follow his recommendations if I feel the mixture is not correct. Can't argue with a world record holder. | ||
| Jerome |
Gmilk : with a SuperTrapp (15 disks) and a Force, I had to decrease my main jet from 195 to 175... I'd be surprised that the Boss doesn't require any re-jetting in combination with a Force aircleaner. By the way, plug reading was useless at this level of tuning. With the 195, my plugs were light brown, and if I didn't have the air/fuel gauge info I'd not have changed the jet based on plug reading... | ||
| Aaron |
Mitch: Thanks for the kind words, but really, I take a pretty simplistic approach to carb setup. I slap in a 45 pilot, back out the screw to 2.5 turns, set the main for the biggest number on the dyno (The S2 wants a 180 and the M2 wants a 185), and set the needle for a light plug color (N65C with no shims is working for me). I'm happy with this approach, I get good power and mileage, but it's not that scientific. Jerome, on the other hand, has taken it to the next level, actually fitting an exhaust sensor and monitoring mixture at various throttle positions and really fine tuning each circuit to get it right. I stand in awe of the job he's done. See ya, AW | ||
| Hoser |
Buellzebub: Duane Your race header just came in , I will personally boot a few partsmen in the nuts for not calling you . The mufflers are to be released soon. Us cannucks may not see them as soon as U.S. dealers will. Stop in for coffee I have other good news Hoser | ||
| Bomber |
question on the boss can , , ,, , what's the price on this one -- I'm waffling between the boss and a V&H, which I can get pretty reasonably thanks for the help rosberg | ||
| Buellzebub |
thanx Hoser, Joe did tell me about the pipe | ||
| Matty |
Jerome, did you notice any power increase when you dropped your main jet to the 175, or did it just clean up your exhaust? I've heard different things about running rich being good/bad. On the good side it's supposed to cool the combustion chamber? On the bad side you get excessive carbon buildup? | ||
| Jerome |
Matty : yes, I noticed a very significant power increase when I dropped my main jet from the OEM 195 figure. Notice that I live at 600ft elevation so not far from sea level. With the 195, the SuperTrapp and the Force, my Cyclone would cough slightly when going to wide open throttle and it felt a bit slow in revving. I then decreased progressively the main jet, with a 190, a 185, a 180 and finally a 175. No dyno to give you numbers (Aaron may provide us with these numbers if he does the test once) but each time I decreased the main jet by 5 points, I would feel a power increase and a better revving engine. The only exception is the 180 -> 175 transition where I lost a little bit of power. But my air/fuel gauge tells me that I'm still on the rich side and the engine does not ping at all whatever the load I put on it. I would guess to be around 13.5 or 14 to 1 in air/fuel ratio whereas best power is supposedly around 13 to 1 (careful : this a guess because the A/F gauge is not precise enough in these ranges as the voltage changes very little). I stay at the 175 level so far because I find it a good compromise between max power and good fuel economy when I ride fast. And it limits the carbon buildup in the combustion chambers and exhaust, still being safely on the rich side. | ||
| Jerome |
Matty, one more thing : I live in France and the composition of fuel here is slightly different from the average american fuel. In particular the percentage of aromatic hydrocarbons (like benzene or toluene) is higher here than on the other side of the Atlantic. Which means that the carbon load per cc of fuel may be slightly different, leading to different optimum jetting for most efficient combustion. In other words, further than the generic explanations that one can give on this board, best is to do his own tests with his own bike... | ||
| Loki |
Bomber, somewhere in the 'hood of 325 washingtons loki | ||
| Chuck |
Opinions needed. My 2000 M2 has aftermarket intake and exhaust. The jet that came from the factory was a 200 . . . I don't know why. Anyway, on a warm day of say 75 degrees the bike runs okay, but will barely make 120 mph . . . but on a cool day of 45 degrees, the bike easily runs over 130 mph and it gets there in a hurry. So I'm thinking this 200 main jet is probably too big, especially for warm weather. So what size should I try next. I was thinking maybe a 190. No . . . I don't have access to a dyno . . . I'm just going to plagiarize your set-ups and hope for the best  | ||
| Bomber |
Loki . . . .thank you sir . . . .. after the tax man gets through with me (well, for last year, anyways), I'll have to get on the horn with the folks in Daytona . . . . .. | ||
| Aaron |
Chuck: FWIW, my '99 M2 made max power on the dyno with a 185 main in it's CV40, my S2 likes a 180. That's with an N65C needle in each, although I don't think the needle is doing much at WOT/high rpm. I'm at 5300', though. I hear, though, that many folks at sea level run mains in this range or slightly bigger, and many folks have found the factory 200 to be too big. The change in hp with even one main jet size can be pretty significant. AW | ||
| Cyclonem2drew |
Boss update... 200 miles this weekend...no problems yet, and I've had at least four people ask about it because of the sound, including a Ducati owner! So far, so good. | ||
| Chuck |
Thanks Aaron  | ||
| Gmilk |
Took the M2 out for its first ride with the XR2/BOSS. I only got her out for 20 min but man the BOSS sounds awesome. I think its a bit louder than the V&H but similar. The growl of this pipe sounds so mean. Thumbs up to DaytonaHD. Gmilk | ||
| Cyclonem2drew |
Hey GMilk, I just read your profile, and it looks like we are both customers of HD of Edison! If I see another M2 with Force and Boss down there or around town here (girlfriend lives in North Haledon and I work in Fairfield), it'll probably be you! Drew | ||
| Gmilk |
Drew- Probably will be me ...Hopefully Ill see at the BRAG meeting. I talked to Ryan at HD Edison yesterday, he told me that they still cant find a place to have the meeting. If you know anyplace give him a call. Gmilk | ||
| Cyclonem2drew |
Gmilk - Sounds good. If I hear anything, I'll post. | ||
| Sanity |
hello fellow buellers I need some help I just recently purchased a 01 X1 and I love it but it is way to quite Ive been reading all the good responses to the BOSS slip on and would like to know if anyone has installed it on a 01 X1 and what kind of problems you had with it . and what the price is . thank you in advance mike | ||
| Jerome |
Exhausts under seat : some of us are eager to see such system for Buells produced somewhere. You probably have seen already the following pictures of a french Buell prototype equipped with such exhaust.    I've phoned the maker of this prototype, JB Motorcycles, nearby Dijon, France. They told me that the full system is now available, but only under individual request. The price of the full system, including the exhaust pipes, mufflers, new oil tank and relocating kit for the battery (now under the seat as well and not anymore under the engine as shown on the above picture) will be 12000 french francs, i.e. about 1600 US$ + shipping. One should expect a delay of about one month between the order and the end of production of the system + time for shipping which will depend on the shipping option considered. They will take visa card payment from foreign people. They have somebody speaking relatively good english in the shop, so it's possible to deal straight with them. They now have an e-mail address : jb.motorcycle@wanadoo.fr Their phone number is +33 3 80 74 09 25, fax is +33 3 80 72 15 93. Usual disclaimer applies : I have no interest with this Buell dealer and I'm just passing the info which may be of interest to some of you. | ||
| Jerome |
Sorry folks : I made a mistake on the e-mail address above. You should read : jb.motorcycles@wanadoo.fr | ||
| Seeeu911 |
Thanks for the info Jerome ! what do you know about the aircleaner and headlight set up ? | ||
| Jerome |
I think that they are now available through Eurocomponents USA. www.eurocomponentsusa.com | ||
| Ralph |
Thanks Jerome, I'm going to be making my own but that'll be awhile. I've got those pictures stored with all the other duals. I'll be doing something fairly different but it's nice to see how other people get around problems. bighairyralph | ||
| Rocketman |
The biggest problem being of course, how b u tt ugly the damn things are . Haven't we seen that set-up somewhere else ? Maybe Moto Guzzi  Rocket in England |
