| Author | Message | ||
     Englishman119 |
Velocity stack challenge This has been a bigger task than I envisaged, but rewarding for me personally in the knowledge and contacts I have made. I have to say a huge THANK YOU to the companies that participated. They took a big risk by giving their equipment to a stranger to test and publish the results. The Test Participants 2Win Induction Technologies – The SVVS and Vortex Cone Hillbilly Motors – The FAST System Adrenalin Moto – The Air Flow System Introduction Let me reiterating why I issued the challenge. There were on numerous boards, ‘discussions” regarding the merits of velocity stack system modifications, claims and counter claims. Somewhere in the personalities involved, the data that potential buyers of the systems wanted got lost and an informed buying decision was not possible. I’m not in the motor industry. I’m not an induction expert. I’m just a Buell enthusiast and Buell Roadracer and who wants to get the best out of his machine on my available budget. I don’t pretend that I will have answered everyone’s questions in these tests or that some will not find my testing method to their satisfaction. My objective is to simply explore the technology and to present unbiased data to help me and others decide if this is an area to spend their money. The testes were conducted on a 03 Buell XB9R with just under 2000 miles on the clock. Motor completely stock. Buell Race ECM, Wileyco muffler. I do not know how valid these tests would be for an XB12. I would encourage you to talk to the vendors for your 12’s needs. In hindsight, there were several different technologies work here in the products tested; 1) air flow conditioning systems (SVVS and Air Flow) , 2) a free breathing system (FAST), 3) the induction of cool air (FAST) Results Summary There is greater detail in each of the individual reports for each system and I would encourage you to read them . All the systems have desirable characteristics that will suit XB owners depending on their riding styles and needs. In total, 49 dyno runs were completed between the systems tested and the stock rubber stack set up. Dyno heat soak and AFV errors I believe can be eliminated from these results as both these phenomena were witnessed, and their data discarded. The HP numbers stated below are the nominal gains over the stock system. SVVS – 3 HP Increase and eliminated the hole in the mid range. FAST – 6 HP increase and improved the midrange hole Air Flow – 2 HP increase and improved the midrange hole My Conclusions I believe my test have confirmed the following:- The technology works and has something to for XB owners to consider. Those of us that were cutting holes in the XB9 air box were onto something. So-called “cool air induction” does make a difference My personal thanks to: Corey James at 2Win Induction Technologies, USA. Jens at Hillbilly Motors, Germany. Matt at Adrenelin Moto, UK. All these guys are knowledgeable about their products and are Buell lovers. All are very approachable and have a lot of information to pass on - Just ask. NOW GO READ THE INDIVIDUAL TEST REPORTS Mark edited by englishman119 on July 21, 2004 edited by englishman119 on July 21, 2004 | ||
| Englishman119 |
Equipment Name: SVVS and Vortex Cone Vendor: 2Win Induction Technologies LLC, Brion-James Inc Contact: Corey James Address: 480 Timberline Loop, Suite 2 Tele: 731.925.6992 Email: fireboltparts@inextinc.com Web site: www.inextinc.com/xb9r Introduction The SVVS comes potentially in 2 parts; a) A reshaped, short, aluminum velocity stack that fits in to the stock throttle body and, b) A clear Vortex Cone is worked into the stock XB9 inner air box top. The vendor also suggests that a stock XB12 air-box top works almost as well. Tests would be conducted to confirm this. The vendor claims performance gains of 3-7 rear wheel HP with this kit on a stock XB9R/S. They further emphasize the importance of a smoother torque curves in eliminating the midrange hole in the power/torque characteristic. Test bike: Buell XB9R (03 model) - Stock motor (just less than 1700 miles), Wileyco exhaust muffler (Basically straight through), Stock Induction system, Buell Race ECM. Theory of Operation According to Corey James at 2Win Induction Technologies, the shorter the stack and the more open the radius in relation to the height of the stack, the better its performance should be. "Height in a velocity stacks kills your low-mid range and does nothing for the top-end". A large open radius in a short stack improves velocity and volume intake and reduces air reversion within the air box. Side Note: When the SVVS and Vortex Cone air box upper are installed on the bike, it appears that the cone is not centered on the stack. I called the vendor to make sure I had not fitted it incorrectly. Corey James confirmed that the cone should not be centered on the stack. On later reflection this appears logical. In the stock arrangement the stack is not centered on the air box or the air cleaner. This would set up preferential air flows around the stack probably at the front. As the Vortex Cone is to all intents, a flow conditioner, it would therefore be entirely appropriate to position the cone/conditioner I such a way to ensure uniform flow into stack and throttle body. Fitting The fit and quality of the parts are very good (the stack itself it quite beautiful to look at) The stock rubber velocity stack gets re-used. It must be cut (or trimmed!) at both top and bottom to leave just the sealing ring to form the new seal between the SVVS stack and the stock inner air-box lower. I had sent both my stock rubber stack and air box top to 2Win Technologies for them to fit so that I could eliminate as much as possible, fitting errors from the test results. This is a service that they would perform for any customer and I would suggest any future customer to consider this, particularly the fitting of the Vortex Cone. (I you don’t want you bike off the street for the few days it takes to turn this pieces round, then perhaps consider buying a new stock Rubber stack and air box. They are around $35 (US) each.) The kit comes with good fitting instructions. The only comment I had on these was that for customers that are going to trim the stock rubber stack themselves, that perhaps a couple of pictures could help tell the story better than several paragraphs to text. To be fair, there are such pictures on the vendors web site, but my comment was a well received. Like all other systems tested, the vendor instructs you to then ride the bike between 3000 and 4000 rpm for at least 20 minutes to allow the ECM to adjust the air/fuel value for the new conditions you have just fitted. Personally, I would give it more time especially if the bike has not been used recently and there are big ambient (Temperature, humidity etc) differences between now and the last time you rode it. Results At the Dyno I’m deliberately avoiding giving final HP/Torque values in this report. The reason for this is that there are many variances that can effect overall dyno results. To start with, everyone’s bike has slightly different output characteristics as a function of build tolerances, wear and so on. Temperature, pressure, humidity and even the dyno itself all impact the final numbers. The important thing is the change in the relative performance values between the systems compared to the baseline stock set-up. The vendor claims an increase 3 to 7 HP at the back wheel and filling the mid-range hole on a stock XB9. Based on my testing, I found these claims to be accurate. Looking for repeatability from the test method, my test criteria desired that the bike make 5 back-to-back dyno runs with less than 0.5 HP variation between all 5 runs if possible. The SVVS system satisfied these criteria. The SVVS System gave me 3.4 HP peek increase and all but eliminated the midrange hole to just a slight decrease in the overall rate of increase in the power/torque characteristic. That’s to say the curve no longer went south for 750-1000 rpm like it used to. The test was then repeated with the stock XB12 inner air box top replacing the XB9 Vortex Cone modified air box top. In my testing I found minimal difference between the 2 air box configurations. Again based on 5 repeatable back-to-back dyno runs, the difference between the Vortex cone and the XB12 air box top was less than 0.5 HP. For the average street rider where most of the ride takes place in the midrange, the fix to the midrange characteristic should be most satisfying and arguably worth the money alone for the modification. The Ride Experience I rode with the SVVS System at Texas World Speedway at a track-day. Using the midrange to pull the bike out of a slow to medium speed corners, there is a noticeable difference to the ride and you truly feel the XB pick-up rather than bog down like it sometimes used to feel like. Overall, my lap times did drop over the day. Some of the drop was down to the easier ride the SVVS gave me…….Oh, and another 3 HP didn’t hurt either. Afterthoughts In discussions with the vendor, they were very open and honest with me. They did tell me that even in their own controlled tests between bikes, stacks, air boxes etc, that they could not establish a regular HP gain over many tests and bikes. Hence their +3 to 7HP claim. I believe that this may be down to the alignment of many pieces; the final position of the motor dictates the position of the throttle body. Then the Vortex cone is effectively positioned by the securing holes in the air box and those on the frame. I have other theories based on testing other systems in these tests that will probably help the power output of an SVVS system. I will discuss these further in a summary of all the tests. RamRaceCo will be retaining the SVVS system for further development of my race XB9. Comments from 2Win Induction Technologies LLC Dear Mark, Excellent summation, well done! Thank you for the validation of our claims of mid-range performance. More important than a top-end HP gain in our design was targeting this “mid-range hole” for correction. We were delighted that the results of “mid-range correction” were also achieved during your testing. Additionally, we were pleased you achieved a +3.4 hp gain as we found that we had gains of anywhere from 3-7 rwhp. However as we discussed earlier on the phone, our gains of 6-7 were achieved only when we designed an “open-air” design similar to the Force Motor Company Air Intake System and that of the Hillbilly design. Basically, we created a vortex cone plate that mounted over the Buell Race Air Filter and bolted down in the same way the Force Unit does by 2 mounting bolts that penetrate both the upper air filter cover and the lower air box cover on the XB9R/S. The Hillbilly Stack is an excellent design for top-end performance and was our motivation for also developing an “open-air”, air box eliminating SVVS System which we also have available giving the additional +3-4rwHP while still terminating the mid-range hole. For the sake of the Buell Community, we are also very pleased that you tested our SVVS with the XB12 Air Box. We also found that this worked equally as well as our Clear Vortex Cone and allows our customers to have a choice. My personal preference also went to the XB12 Air Box Cover for most all of our customers as it reduced our labor and time and allowed the average person to simply purchase our SVVS and our supplied XB12 Air Box, or purchase an XB12 Air Box from their local dealer if they did not already have one mounted. Thank you for all your hard efforts on behalf of the Buell Community, your work is much appreciated by many. Corey B. James Brion-James, Inc. http://inextinc.com/xb9r | ||
| Englishman119 |
Equipment Name: F.A.S.T. System Vendor: Hillbilly Motors Contact: Jens Address: Bleialferstr. 13 54597 Auw /Germany Tele: 0049-6552-929046 Email: info@hillbilly-motors.com Web site: www.hillbilly-motors.com US Distributor: Iron Machine Inc Tele: 707 786 4736 Email: cory@ironmachine.com Web site: http://www.ironmachine.com Introduction The FAST System comprises 3 parts; a) A specifically shaped heat shield, b) An aluminum stack that extends the throttle body inlet c) A large K&N air cleaner plus securing clip. The Hillybilly FAST system is unique in these tests in that it requires the complete removal of the stock inner air box. The heat shield fits to the frame where the air box mounts. The stack is used to extend the throttle body above the heat shield and then acts as the mount for the large K&N air filter. Test bike: Buell XB9R (03 model) - Stock motor (just less than 1700 miles), Wileyco exhaust muffler (Basically straight through), Stock Induction system (Removed for this system), Buell Race ECM. Theory of Operation Jens at Hillbilly went to great lengths to explain how the FAST System came into being. Based on Hillybilly’s experience with the previous generation of Buells, they found that flowing heads was only part of the issue of getting the motor to breath easier. Getting enough air into the motor was another problem. When Hillbilly set about getting more out of an XB, they created the complete induction system on a flow rig suspecting the XB had similar air flow/demands to the previous models. They were able to determine that the stock XB air box/filter arrangement was a bottleneck restricting the air the motor needed (Twins have a large appetite for air). They then set about de-restricting the air induction equipment. The FAST System is the result. Fitting The fit and quality of the parts are good, especially the heat shield or blanket, fitting the frame area perfectly. The stock rubber velocity stack and the complete inner air box are discarded. The two crank case vents and the induction air temperature sensor that are installed to the inner air box lower, need to be removed and repositioned. The temperature sensor must be carefully removed from the air box and is the positioned under the heat shield between the 2 cylinders, held in place with a couple of zip or cable ties. The crankcase vents for the sake of this test were simply routed away from the air box area and allowed them to breath to atmosphere. Never block these pipes or you can pressurize your motor with potentially nasty results. Results At the Dyno I’m deliberately avoiding giving final HP/Torque values in this report. The reason for this is that there are many variances that can effect overall dyno results. To start with, everyone’s bike has different output characteristics as a function of build tolerances, wear and so on. Temperature, pressure, humidity and even the dyno itself all impact the final numbers. The important thing is the change in the relative performance values between the systems compared to the baseline stock set-up on the same dyno. Although I have a basic understanding of German, I could not find any vendor claims for the system. This is likely due to European advertising law. Looking for repeatability from the test method, my test criteria desired that the bike make 5 back-to-back dyno runs with less than 0.5 HP variation between all 5 runs if possible over the rpm range 3000 to rev limiter. The FAST system satisfied these criteria in 5 straight dyno pulls. The FAST System gave a 6.0 HP peek increase. This began as +3 HP at 3000 rpm to +6 HP at 7000 rpm. From 7000 to the rev limiter there is a discernable tail off in the power characteristic although the power is still rising, just not as quickly as before. The midrange hole is reduced considerably to a flat spot (Between 5500 to 6000 rpm) in the torque before the power kicks in from just under 6000 rpm. The Ride Experience What can you say about a 6HP increase (about 9% increase over stock), you notice it!! I have ridden the FAST system at 2 race meetings at different tracks and have found that my gear change and brake point markers had all moved. This is the confirmation to a racer that something tangible has changed. I was getting into corners significantly faster than previously experienced. From 6000 to 7000 rpm especially, the bike pulls like a freight train. There is a significant increase in the induction noise at least in the riders ears. At idle and low rpm’s it sounds like….well just odd. At rpm’s above 6000 the motor sings as you can almost discern each breath of air that is being sucked in. Afterthoughts The FAST system has proved a couple of theories to me that have been bounced around the various Buell bulletin boards almost since the bikes introduction. 1) People have been putting holes in the inner air box to get more air to the motor – The FAST system is the ultimate in air box minimization and very effective!! 2) Other vendors offer methods to get cool air to the motor – The FAST system achieves this as well via the heat shield or blanket. In my opinion, if you quest is for maximizing the HP gain and you regularly ride at high rpm’s, then this may be the system for you. RamRaceCo will be retaining the FAST system for further development of our race XB9. This may be with alternative external air intakes directly on the outer air box cover and possibly with conditioning type velocity stacks. Comments from Hillbilly Motors First of all let us thank Mark that he took these work, and the discussion with the “non believers” Full. Air. Supply. Technology. F.A.S.T. -the name is the program -feed the Beast ! In cooperation with M-TeK Engineering we developed that System with the understanding of the needs after hundreds of Flow Bench and Dynotest Hours. We are very happy to get that confirmation of or work. Have Fun! Jens | ||
| Englishman119 |
Equipment Name: Airflow Inlet System Vendor: Adrenalin Moto / Trojan horse Contact: Matt & Debbi Purdy Address: Ashden House, 31 Brinkburn Road, Darlington, DL3 6DT, UK. Tele: +44 (0)1325 483551 Email: sales@trojan-horse.co.uk Web site: (For some reason the I can not get the web site to link here - Some URL Format Message) Click their link on the Sponsors - Sorry Matt. Introduction The Airflow System consists of 2 parts; a) A reshaped, short, carbon fiber velocity stack that fits in to the stock throttle body and, b) A sealing ring to seal the stack to the throttle body. Test bike: Buell XB9R (03 model) - Stock motor (just less than 1700 miles), Wileyco exhaust muffler (Basically straight through), Stock Induction system, Buell Race ECM. Theory of Operation The Airflow System is shorter than the stock stack by approximately 5/8” (15.8 mm). At its inlet it is dramatically reshaped compared to the stock unit. Using the theory of short length with a large inlet radius, we would expect to see some power improvement and hopefully some improvement to the midrange. Fitting The fit and quality of the stack is good and being made or carbon fiber its looks too good to hide in the air box. The stock rubber velocity stack gets re-used. It must be cut (or trimmed!) at both top and bottom to leave just the sealing ring to form the new seal between the Airflow System stack and the stock inner air-box lower The kit comes with clear fitting instructions. Using a seal off a Buell X1 to seal the stack to the throttle body, you simply push the stack in. The stack is a tight fit into the throttle body. Carbon fiber gives the look of not being particularly strong and considerable force is needed to get the stack down in to the throttle body. I was convinced I was going to break it, even having lubricated it before hand to help ease it past the seal. However, as we know carbon fiber can be very strong and it eventually went in. Like all other systems tested, the vendor instructs you to then ride the bike between 3000 and 4000 rpm for at least 20 minutes to allow the ECM to adjust the air/fuel value for the new conditions you have just fitted. Personally, I would give it more time especially if the bike has not been used recently and there are big ambient (Temperature, humidity etc) differences between now and the last time you rode it. Results At the Dyno I’m deliberately avoiding giving final HP/Torque values in this report. The reason for this is that there are many variances that can effect overall dyno results. To start with, everyone’s bike has different output characteristics as a function of build tolerances, wear, maintenance state and so on. Temperature, pressure, humidity and even the dyno itself all impact the final numbers. The important thing is the change in the relative performance values between the systems compared to the baseline stock set-up. Looking for repeatability from the test method, my test criteria desired that the bike make 5 back-to-back dyno runs with less than 0.5 HP variation between all 5 runs if possible. The Airflow System satisfied these criteria. The Airflow System gave a 2.2 HP peek increase and improved the hole in the midrange torque/power curve to a level line not a dip. Most of the power increase was from 6000 rpm to rev limit. The Ride Experience I rode with the Airflow System carbon stack at Texas World Speedway at a track-day in July. The change to the midrange hole seen at the dyno, was also felt on the bike. The improvement in the midrange helped pull the bike out of a slow to medium speed corners better than with the stock system. Afterthoughts A modest boost in power and the hole in the torque characteristic almost plugged is not a bad outcome for a simple piece of technology that you can fit yourself in less than 30 minutes. I believe that a this stack combined with cool air induction (a heat shield using say the stack air box lower and some heat reflective material) and a better breathing air box (cut or perforated) + a good pipe, that reasonable gains in HP could be achieved with this stack on a very modest budget. Comments from Adrelenin Moto Hi Mark, Thanks for the very interesting and very comprehensive results. We are certainly pleased with the performance of the airflow inlet, particularly given it's simplicity and cost. As you suggest in your report, we are sure that when used in conjunction with other parts such as the XB12 airbox or a complete 'airbox eliminator' that the results would be even better. I will pass on a copy of your report to the manufacturers HSA in Germany. Thanks once again for what has been a very interesting experiment that has given me much food for thought  Matt Purdy edited by englishman119 on July 21, 2004 | ||
| 420at145mph |
im getting the svvs 6hp on the top end still wont get u over 135 but completly eleminating that nasty midrange hole is actually usefull VERy nice report thanks for all the time n effort edited by 420at145mph on July 21, 2004 | ||
| Tucsonxb9s |
Wow....thank you for all the effort that went into this test! You effort to provide an unbiased and accurate test should be applauded. Interesting results too. Thanks again Mark for all your hard work.  edited by TucsonXB9S on July 21, 2004 | ||
| Ftd |
Am I missing something or wouldn't the F.A.S.T. System look good when used with the new clear XB body work. Any pics of these three systems installed? Frank | ||
| Ortegakid |
Thx,English!,as we spoke,am working on my home made,can only hope it works as well as hillbillys!Great work,hope to see you at the track someday! | ||
| Tatsu |
Hmmm .. .I wonder what the results would be for a 12R? | ||
| Buellgator |
I'm getting the FAST system!!! Thank you for all of your work at testing these systems. Would you mind if I posted them over at BuelletinBoard or you could do it yourself. | ||
| Austinrider |
Mark - Thank you for all the hard work and dedication you put into this. I bet you schedule is plenty busy without all the testing as it is. Your service to the Buell community is greatly appreciated by this Texas rider. Best of luck in this race season. --Phil | ||
| Misato |
looks like you were busy.. thanks for the work! now I just have to get some $$ saved up.. | ||
| Glitch |
Thanks for putting that to rest! Job well done!  | ||
| Curve__carver |
Good Stuff  Fact is always more useful than opinion | ||
| Henrik |
Mark; thanks for taking the considerable time and effort it must have been getting these excellent and well designed tests done and published. Great job. Henrik | ||
| Barkandbite |
Englishman -- Whilst I appreciate the logic that you described wherein you did not wish to release final HP/TQ figures, do you: a) Plan to release the dyno charts (without the numbers but with the RPM ranges so we can see the curves and where HP/TQ intersect) and b) (most importantly) The A/F ratios throughout the curves? I am worried that these systems may in fact (with the Race ECM and exhaust) lean the bike out and I'd be very interested in knowing what/where the dangers exist. I'd love a +6HP gain, but if it causes me a dangerous lean-out, I think that's something important for all to know. Thanks SO much for doing all this testing. I do hope you will consider posting this information if you are able. Regards, Chris | ||
| M1combat |
Yes, I would love to see the curves as well. At this point it sounds like the SVVS is for me, but I really want to see the curves. Thanks a whole lot for clearing this up Mark. Mucho appreciante... Or something like that . | ||
| Glitch |
Is there a US distributer for the Trojan Horse & HillBilly stacks? | ||
| Barkandbite |
M1 - I believe that I would select the SVVS also; my main goal is to fill that midrange gap and I'm not crazy about losing the airbox as the guys at the dealership have a hard enough time understanding why on earth I'd ever want to swap the stock windscreen with the ZeroG -- I can only imagine what they'd say about the Hillbilly stack  I'd REALLY like to see the curves and the A/F ratios...pretty please! Thanks, Chris | ||
| M1combat |
Well, I'm hoping it works as well on the 12... I think I'll be talking to all of them about what they can do with the 12 engine. | ||
| Blake |
420, im getting the svvs 6hp on the top end still wont get u over 135 but completly eleminating that nasty midrange hole is actually usefull If you are not running the Wileyco exhaust and the race ECM your XB may not be likely to suffer the mid range dip seen in Mark's XB9R. Furthermore, an XB12 lid and/or drilling holes in the lid may achieve comparable results. All, Everyone should be VERY aware that the intake modifications will likely perform very differently given different ECM (stock instead of race) and exahust configurations. The only configuration to which the above test results are applicable is the configuration of Mark's own XB9R, which I believe is fitted with the Buell race ECM and Wileyco muffler. I'm not sure if Mark removed the intake snorkel or if he installed a K&N air filter, though I am pretty sure he did. I sure would expect to see the actual dyno charts. I am compelled to caution strongly against the purchase of ANY product from Corey James, or any of his Buell parts businesses. From my experiences in dealing with Mr. James and his partner Mr. Brion, I have found them to be of extremely dubious character. On more than one occassion Mr. James has blatantly lied attempting to promote himself and his products. BadWeB therefore strongly cautions anyone from the purchase of any of his products, the SVVS or otherwise. Mark, I'll be very disappointed if you will not post the all the actual dyno results for both the baseline and aftermarket intake modified versions. Your writeups are informative, but NOTHING beats actual test data. Providing the dyno plots would allow us all to see the benefits of each system compared to your baseline. You took a LOT of time and expended a LOT of effort to perform the tests, but what we are all most interested in, the effect of the various kits to engine performance, could be much better, more accurately and more thoroughly reported if you would provide the actual dyno data. Do you really believe that it is better to mislocate the intake cone off-axis from the velocity stack? More bullshit from the mouth of Mr. James, in my humble yet fairly well-informed opinion. Well okay, maybe not so humble, but I try. Most importantly, I'm left wondering what the result of simply fitting the XB12 airbox cover would yield with the stock stack and what the effect of simply drilling a bunch of holes in the stock airbox would yield and what both cheap and simple modifications combined would yield. Then maybe add a bit of insulative material to the bottom of the airbox...? From what I have seen, the gains from the mere addition of an XB12 airbox and/or drilling holes in the airbox are comparable to the gains provided by the systems above. That observation combined with the results of prior testing of a comparable aluminum velocity stack that showed no change in performance leaves me still very much wanting for information. Can you fill the gaps Mark? We need a test of the stock intake with the XB12 airbox lid, one with a swiss cheesed XB9 lid, and one with a swiss cheesed XB12 lid. Until then, I remain very skeptical that any investment in the above systems is money well spent. Again, good effort, much appreciated, but would you please follow through with the above suggestions so we can really finally put this issue to bed. Could you also describe the methodology used to try to guarantee repeatability of the various dyno runs? Thanks, Blake edited by blake on July 21, 2004 | ||
| Buellin_ri |
 Awesome info guys! | ||
| 420at145mph |
corey james has been NOTHING but a stand up guy to me (he sent me a free map for my pcIII)and helped me with my sparkplug wires issue in the next week or so ill see if hes good on his word or not im pretty sure he is hell he told me all these results last week knowing full well that his did not produce the highest number but he also explained the midrange hole i run D&D race ecm 12 box and K&N and there defenitly IS a midrange dip edited by 420at145mph on July 21, 2004 | ||
| Sammigs |
First I would like to thank Englishman for all his time and effort. (huge applause in background) Blake, excellent post period! 420, Read Blakes post again.(and again and again...) A word to the wise is sufficient. | ||
| Sammigs |
I could send you all the maps your hard drive could hold. It don't mean •••• if YOU can't understand the numbers. The three or four I sent you didn't come from someones "butt dyno" or changing a few numbers from someone else's map and calling it your own creation. 420, did you remove your previous post? edited by Sammigs on July 21, 2004 | ||
| Josh_ |
Blake, how 'bout a fund to offset the cost to Mark of the parts you'd like him to test? BadWeb No-BS-Parts-Test-Fund ? | ||
| 420at145mph |
the map he sent me was setup for the same setup i run except he has a diffrent pipe so itd take ALOT less tuning time and yes i did | ||
| Wyckedflesh |
Do you really believe that it is better to mislocate the intake cone off-axis from the velocity stack? It was something I noticed with regards to the stock system, as Mark mentioned in his report, even the stock nipple is not centered over the stack. As I understand, by having it slightly off center, the nipple helps to get the airflow to spin more as it enters the engine which helps increase velocity. 420, it can also make you have alot MORE tuning time as the difference in pipes IS what you are tuning for. It would be better to tune from a stock map or a map already set up with your SAME pipe/filter/airbox set up. | ||
| 420at145mph |
there are no stock maps for xb9R's but i will not be installing the pcIII till next year anyway after the 1200kit the stage3 heads and some new cams then ill just start from scratch the point is everyone slams corey n he seems like a stand up guy to me even with the results posted right there in front of him they still dig at him just seems like a bunch of crap if u ask me is the same reason i NEVER follow blake or squidys advice edited by 420at145mph on July 22, 2004 | ||
| Wyckedflesh |
420, all I was saying was that its better to start with a stock map, which there are btw, you have to look around for them. Or even just the X1 map is a good base to start with from what I have been told from the couple of shops I have spoken to about getting mine tuned. With the list of mods your planning, you might want to look into larger injectors as well. With all the airflow you will be seriously over taxing your injectors. When I track down some to meet what kind of flow rate I think I am going to need I will let you know where you can get them, but I will probably go through RC engineering whom I have dealt with before for other projects. |
