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I put a bigger barrel, bigger carb and bigger exhaust on my monkey bike, and went from 6.5 bhp to about 8 bhp.
Cool; it sounded like a Ducati!
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this. it is a supermono - the class rules are:
1. one cylinder
2. four stroke
3. meet standing acu regs.
thats it!
my brother and i (him mostly) made most of it including the frame, swinging arm, tank, exhausts and so on, and i did a most of the machining on the engine. he won the 2010 british supermono championship on it.
That's fantastic. Thought it was going to be a supermono based on all your mods!
I race with my brother too except we're in endurance so closer to supersport regs.
porter_jamie - Member
this. it is a supermono...
Great looking bike.
That is a good example of the point I'm trying to make. I'll bet on any ordinary winding road that would be faster than a big four bike with a 100bhp more.
Be perfect for a blatt round Loch Ness 🙂
Why do people think they can ad-lib their exhaust flow better than the manufacturer with millions of pounds spent on research?
Riders of some fuel injected Guzzis may ask how a manufacturer can produce such a poorly developed fuel injection system?
Thanks!
It is not road legal, but it weighs 110kg wet, and has 72 rwbhp on a dynojet. It's all about the corners!
I've not changed a main jet or dropped a little needle shim on the floor for years now. Feels wrong 🙁
porter_jamie - Memberanything that changes the volumetric efficiency (how much air gets sucked in during one cycle) of the engine will need the fuelling altering to compensate. ie different jetting or fuel mapping.
Weirdly, my bike came rich from the factory and a simple end can swap and rubbish panel filter left it closer to optimal than Suzuki had managed. The assumption that the bike's close to perfect in the first place is a bit of an unwarranted one IMO, especially with an older bike.