| Author | Message | ||
     Al_Lighton |
This picture got deleted when the archives poofed. It's a fairly clear picture of how to gut the FI S3 airbox. Banjo bolt on rear breather, stock straight one on front breather, run the tubes as shown. It's one way to do it, YMMV.  BTW, the filter and bracket is for sale, see part classifieds. Got a Race filter from Richy. Al | ||
| Al_Lighton |
I didn't get an answer on the main board, maybe here. How worried do I need to be about driving with a race air cleaner in heavy rain? Drizzle? Any info appreciated. Al | ||
| Aaron |
Al: I have one experience only with this ... Homecoming '99, on my M2 fitted with a Buell Race Kit air cleaner, torrential downpour on the way back from Wayne's (it's a ways), massive amounts of water on the freeway and spray from all the cars. No problems noted, never missed a beat. . I'm not saying it can't be drowned out, just that I've been through a hell of a mess and it didn't happen. AW | ||
| Ralph |
Al, I've never had a problem. I've ridden in everything from drizzle to the proverbial torrential downpour (I could barely see!). Never missed a beat. I would suggest not running under water though  Bighairyralph | ||
| Seeeu911 |
Loki: how's the Force project coming ? any pics yet ? detail on the SS lines etc please ! | ||
| Seeeu911 |
Lots of hard work and innovative engineering here Loki. | ||
| Fastback69 |
Is there anyone who is running the 44mm CV carb, SE carb, or S&S carb? Would the performance gains be worth the cost of the carb? | ||
| Jmartz |
Fasback: I'm running the SE CV44 along with the new Buell performance manifold. I had previously installed SEII cams, a SF programmable ignition, Nallin ported TS heads, AAC cylinders, Hurricane pistons and Jims roller tip rockers. My bike was not making the HP I thought it should. Upon the intallation of the CV and manifold the motor came to life and finally reached its potential. I don't have final dyno figures but on an improperly conducted run the motor made 96 HP at 6250 (4th gear), the redline marked on the tach. I' sure that it geneated a few more at 6800. With less advance and a few other carb adjustments, I feel it is well within the vicinity of 100 RWHP. Worth it? Hmnnn... There is one problem though, I have not been able to tune this carb to run properly except at full throttle. It runs so good that way that for the time being I'm sticking with it. The carb causes the motor to run lean at 3000 rpm and in transitions near this range. It seems insensitive to slow needle adjustments even with a 48 jet. The main is fitted with an N65C and a 195. I've also had the 200 in there but the top end scream seems better with the 195. At this time I might have to recommend the Mikuni although I intensly dilike its large size. There is another alternative, the Edelbrock quicksilver. Unfortunately there is absolutely no one out there with one except early 1995 S2 California owners. | ||
| Cyclonem2drew |
Yodude...Do you work for Force? | ||
| Yodude |
Uh, no. I work for YoDude | ||
| Cyclonem2drew |
Wow...so many different opinions on the airbox mods! I heard the other day from Rek at Daytona HD that when you strip the stock airbox covers, you actually lose 9-11 HP that you will not recover, unless you go with the Force or one other brand he mentioned (Aerocharger?). He actually suggested the stock box with a K & N as among the best gains in HP. I mean, some don't like the looks of the box, but the "opened box" mods shown in the ATC tech section are just plain ugly! | ||
| Chuck |
Hey Grant, Elaborate on "standard carb mods". Based on how things have changed from "stock", we can make a good guess about what's causing your problem. My first guess is that the "vacuum transfer" hole in the bottom of the slide has been drilled bigger. This can cause the slide to respond too quickly to abrupt throttle changes which induces a lean condition. If this is your one and only problem, you can plug and redrill the hole, leaving a smaller opening than before, or simply try using a heavier slide spring. Believe it or not, there's a chance that this driveability symptom is being caused by a rich condition. If your main jet is too large or your needle has been replaced or "shimmed" higher, the carb may be over-fueling and causing your engine to bog. Sometimes small mis-adjustments conspire together to cause big, annoying problems. Feel free to write or call. Chuck  P.S. I don't think the Pingel would solve this problem you've described. | ||
| Loki |
Drew, Rek was not pulling your leg on that. The H-box(stock) is a tuned set-up. Installing the Force alone will also give you a net loss. That is the whole reason he designed the BOSS. The pair together recover the loss of the stock airbox. If your plans do not involve a free flowing exhaust than the best bet is to retain the stock w/the K&N in it. My last conversation with Rek was enlightening. He has a Sidewinder(Force) on his X1. He found the problem with it and made the cure. loki | ||
| Cyclonem2drew |
Loki, That's pretty amazing info, isn't it? He definately sounds like he knows what he's talking about. I think I'll go with his first suggestion, which is to go with the BOSS and the stock airbox and the K & N....he had said that this will actually yield a gain in HP from the Boss of (looking at my notes!) 9 1/2 to 11 HP, and no net losses on the airbox side (actually, a potential gain) by using the Helmholz box with the K & N...not to mention a great gain in sound! Do you recommend staying with the older-style stock exhaust mount? (Mine is an '00 M2.) | ||
| Loki |
drew, Right now I would stay with it. I would now go with the beefier bushing that TAT sells. I will be getting one in the near future to replace my really beat up one. I can really appreciate someone who makes no bones and pulls no strings. When someone tosses you the latest issues of B2W just for the idea of it. takes the time to make sure you get the job done right. Takes the time to chat with you. Guess I will buy my next Buell from him.....no matter what part of the country I am in... loki |
