| Author | Message | |||||||
     Tattoodnscrewd |
Thinking with an ignition module similar to what is offered for the tubers (race ignition in my M2), a performance exhaust, and a reworked air cleaner setup that my friend that rides our Blast might be able to keep up better with my M2 and one of my other friends 98 Triumph Thunderbird Sport when we all go riding. Another question, there are cams available for the Blast that are designated 'race only' - do they give enough of a boost in performance to warrant the $200 they cost ?(Buell cams - not aftermarket) or should I just settle with exhaust, air cleaner, and ignition ? I don't really want to spend the money for a big bore kit. I fear my wife will always be a passenger, and not a rider - so the Blast may end up rider-less .... which means I'd end up wanting to hop it up a bit, and make it something I might want to play with every now and then.... | |||||||
| Ezblast |
Only bother with the ignition if you are going to go over to the dark side - lol - hi comp piston, B70 or SE550 cam or bigger, heavy duty springs, guides(stepped), and seals, then the extra rpms are worth it. A good exhaust, the B50 cam, and a good intake mod will make for a nice little performance boost and still retain longevity/dependability. GT - JBOTDS! EZ  | |||||||
| Gearheaderiko |
Concur! The B50 cams will reportedly still produce good power after the stock redline so if you eventually do the valve springs (stock valve float is at 6800rpm) and the ignition module, the cams will still be good. Buell Blast racecams are also the Andrews B50's so Andrews may get you a better deal than going with Buell. An exhaust is the single most beneficial bolt on mod! | |||||||
| Tattoodnscrewd |
There is a pro-series Blast exhaust I am bidding on right now on the bay.... we'll see what happens | |||||||
| Ezblast |
Don't bother - get a V&H or Jardine. GT - JBOTDS! EZ | |||||||
| Tattoodnscrewd |
I have a V&H on both my M2 and my Honda Shadow ACE 1100 ... love the sound, gains are actually noticeable when jetted right... but if you remember, the one thing I do not like is the aesthetics of the single skinny can on the Blast, makes the bike look even smaller - which is why I was inquiring a bit ago about a chin spoiler - I figure if I can get the pro series for about the same price as the V&H, I'd still have a beefier look underneath, to me at least it will be more aesthetically pleasing. I also like the twin muffler design of the pro series - Worst case scenario, if the mufflers don't last I can keep the header pipe with the Y end - add different cans and still have something similar to the pro series twin setup. This way form meets function - and all are happy .. unless there are substantial reasons not to use the pro series ? | |||||||
| Ezblast |
Nope - I'd experiment with some twin cans - and if you keep up with the finish the header should be ok - the Pro-series cans will slowly disinigrate. GT - JBOTDS! EZ | |||||||
| Gearheaderiko |
"the Pro-series cans will slowly disintigrate." Which is true of most of the Blast exhaust cans! | |||||||
| Xgecko |
I don't know that I agree with that. My White Bro can is in great shap the header has be welded once and I have a spare from White Bros but the can is lasting much better than the V&H that I had... | |||||||
| Gearheaderiko |
Well, if I'd had mine longer than the 10 months I had the original WB set up, I might know how long the can lasts. But in the time I had the exhaust, I went through 3 can failures and sold it with the 4th replacement can! Ironically I'm back to a WB on the race bike but its so far at the end of the bike it doesnt get or stay hot long enough to even burn yourself! It has been repacked and the rivets replaced once (about 1000 miles + or -). | |||||||
| Tattoodnscrewd |
WOW !! That used pro series exhaust is already up to 275 ... I had it for a while but spending nearly 300 bucks when all is said and done is ridiculous ... So who else makes a twin can setup ? or am I looking at going a custom route..... hmmmmm | |||||||
| Gearheaderiko |
It was only $195 when new!!!! Sure wish I hadnt given mine away! | |||||||
| Gearheaderiko |
PS No-one else makes a twin can set up. | |||||||
| Carlost |
I'm sorry but did anyone answer the original question? Was there ever a Pro Series ignition module specific to the Blast? | |||||||
| Jprovo |
Yes - | |||||||
| Carlost |
Let me take a wild guess...no longer available  | |||||||
| Xgecko |
yup but I'm pretty sure that Crane still offers an ignition module | |||||||
| Carlost |
Which one has worked out OK? Do any have a TPS hookup or do they all have to be switched over to VOES? Thanks. | |||||||
| Gearheaderiko |
Crane is the Screaming Eagle module. Since the Blast module also fits the XL (part # 32942-02) it may still be available (old stock at Buell & HD dealers). I'm sure Crane will still carry it. Its a direct replacement part with 1 wire deleted, but no wiring or other modifications are needed for installation. | |||||||
| Carlost |
I guess I don't get it. Did the XL at some point got to TPS? Because otherwise, you still gotta deal with the VOES issue. | |||||||
| Gearheaderiko |
Essentially the TPS & VOES are the same thing: a signal to the ignition module telling it that the engine is at either part throttle or wide open throttle, so it knows which advance curve to use. The VOES working off vacuum, the TPS working off the throttle position. They (TPS & VOES)are interchangeable as far as the ignition module is concerned. I've assumed that the Blast uses TPS and no accelerator pump because it just doesnt have the vacuum the V-twins do. | |||||||
| Carlost |
I do not concur! VOES is a mechanical vaccuum switch - ON-OFF at a certain vaccuum TPS is a Throtle Position Sensor a totally different animal putting out a variable voltage signal...a rheostat in effect. All newer CV40 carbs have an accelerator pump. I'd imagine that's true for the one in the Blast as well. Since there are no electronically controlled jets in the CV40, the TPS in the Blast can only affect ignition timing...nothing to do with fuelling. Ez...do you concur? | |||||||
| Xgecko |
sorry but the Blast CV40 specificly does not have a accelerator pump...it's a different animal that cost a lot more than your average CV40 | |||||||
| Gearheaderiko |
Carlost: I'm sorry, but my post didnt say it had to do anything with fueling-Please re read! Why Buell used a 'rheostat' type switch for the TPS is beyond me. All indications are that the TPS is still an on/off switch just like the VOES and only affects 'part open throttle'(POT) or 'wide open throttle'(WOT) timing advance curves. The stock ignition module isnt very expensive, so I dont believe its any more complicated than that and it doesnt really need to be. If you would like I can email you the Screaming Eagle XL/Blast ignition module instruction sheet that may shed some light on this. | |||||||
| Carlost |
Cool! I love learning! cdtres@mindspring.com | |||||||
| Mabueller |
Hi Gearheaderiko, Would you be willing to send the instruction sheet to me as well? TIA if you can, <Jim aka mabueller jahillsr@comcast.net | |||||||
| Joey |
The stock ignition only switches as a certain point from one curve to another, however, an aftermarket ignition will be able to take advantage of the analog input and have a nice mapping of timing curves, kind of like mine does. (Update: still working on the software. I'll start on Prototype 4 before winter.) | |||||||
| Ezblast |
Pro - Series Ignition instructions:
|
