PassionRE

Wes, you saw the X-1(350 version) drag motor proto-type. X-3 is simular but much more power...final version will have around 120 crankshaft horsepower...Jim

X-3 vs. Cub?..we'll see soon enough. Capabilities where the Cubs are concerned?...well, you going to have a hell of a time reducing exhaust area on a set of Cubs if your not into drag motors. They will be able to be massaged through transfer mods somewhat. But all in all, the Cubs will be killer for sure...just not a fit all situation....Jim

Can you say wheelspin beyond belief? Most well built +4 strokers alone are very hard to hook to the ground, imagine another 20hp on top of that!

Rubber manifolds can be replace on those manifolds to take up to 36mm carbs. The manifold body's themselves are the same from 26-36mm....Jim

Hot Duner port, bore job and forged pistons, Noss head, 33mm carbs with billet intake, v-force reeds, and a set of Sheerer inframes for about $1900.00...goodbye 450!

I was talking to the engineers at MT a few weeks ago trying to get some engineering data sheets on the DF2's and 3's. Although they wont release that info directly to me, I did read enough between the lines that I can safely say that the 2's are going to be better suited for about 85% of ported banshee motors . Only the extreme ported motors are really going to need the 3's, and even then, they are deficient for upper scale BMEP numbers...Jim

You can fix that problem for less than the price of a pipe and cam on that 4 stroke. Even a mild port job with pipes and stock carbs should put 5-6 bike lengths on a modded 450 immediately if tuned right...Jim

Needed, left hand cylinder stock bore unported..please PM me if you have one...thanks in advance...Jim

If you cut down some 2 inch rubber plumbing adaptors, you can pretty much leave the box in place. I prefer to run at least 2.5 inch rubber couplers in length on back of the bigger carbs when box is being used..in that case, you can zip-tie the box in place and it works fine. The intake you ordered will let even the biggest carbs clear the clutch arm with ease....Jim

Sweetshee, your motor is running at 197 degrees exhaust duration and without smaller domes , approx 19's or 18's, the motor is going to read low on compression. 110 in my book is near non-existant compression. Your giving up a ton of power in the low-mid area at those numbers. If the motor idles smooth and low(near 1000rpm) once running and warmed up, the chances of a substantial air-leak in the engine are minimal...Jim

I was actually pretty pleased with this run considering its running high end Sheerers. The motor made 27hp at 5000 rpm, climbed 2 or 3hp between 5k and 6300 before it hit the pipe. Then it produced pretty good HP numbers at 45 ft. lbs and then continued to actually hit 11000RPM at near peak hp. I was very pleased with the performance of the Sheerers all in all. 11K and still have off idle grunt! Thats pretty damn good. Something to build off of and try to improve even more if nothing else...Jim

$55.00 per set bored ,honed and chamfered

cjm02ram, bump the needles up to 2 sizes richer on the diameter and up to 2 sizes richer on the taper.The motor should take gas better down low and smoother through the mid as well with your CPI's. I suspect your roosting all the way through and not hooking well...common problem, Screemin Banshee can direct you for proper suspension,bar and tire set up...Im not a chassis guy. There are way too many combinations for a fix all but this is what Im finding 1) PWK 35 and 33 users need way more fuel in the low-mid and mid...see above 2) CPI and Rocket users same issue even moresoe than lower volume pipes such as FMF and Sheerer 3) PJ34 users not as much fuel needed in the mid on CPI's and Rockets but more than the stock needle provides 1 size up on diameter and taper will usually do it and Sheerer users on 34's may not need to change anything but the clip . This engine likes air for peak power but needs fuel in the mid bigtime. For you hardcore drag guys not concerned with budgets, 36mm Lectrons jetted way rich in the mid will reap an additional 1000 rpm and 6-8 more horsepower on CPI's and I will have additional info on Sheerers at a later date....Jim

A little known fact about your motor Loco is that it has been sold(by you), installed, tuned and the new owner is estatic with the performance. As for building you another motor after you had it re-ported(which I told you in advance not to do), I would have been happy to back it up even then, but you started bashing me and even then, you turned down the offer. I could have helped you re-configure after the triple ports but your goal by then was to just slam me relentlessly...Jim

Ricky Stator plate is hard to beat for the money and is a much better option that a degreed key. NOSS head is best by far IMO and his special cut series domes are a very good MX dome for a good power spread. Ive run the specs on those domes and they are well suited for a variety of porting styles...Jim

SDD, blowdown PSI is configured in the design of transfer area vs. total ex. port area. You have to know the math or have software to determine where its going to be at. As a rule though, raising transfers or adding transfer area without ex. port mods lowers Bldn. PSI. Rasing ex. ports or increasing ex. area without touching transfers raises Bldn. PSI. Reducing transfer area without touching ex. ports raises the Bldn. PSI. This moves the powerband up. As far as I know, there is no way to effectively check Bldn. PSI after the fact for it is usually set to a determined number at a specific rpm,usaully approx. peak rpm desired. The goal is to set the ratios of total ex. area to a matched transfer area for the style of power you desire...Jim

Good guess Sredish! Blocking the rear boost port reduces the total area of the transfer network and actually increases blowdown PSI... Originally set at 147 they were probably around 160 when done which moves the power band up and narrows at the same time...Jim

The low compression your running now is definately having a effect on the bog. Not that I was trying to get more power out of it by suggesting the head, just trying to get it into the area of bottom end that motor will have with the correct compression for that particular porting...Jim

Sweetshee, when you get a chance man, get the NOSS head and bump the compression to about 160 or so,(sorry to keep drilling you on the head dude, but it really needs it), richen up the needles a bit and you will have a whole new machine on your hands...Jim

Jinx, calm down son, the X-3 is the predecessor research motor for the X4 which is what you want. X is different and requires parts that dont exist yet. The X3 is going to be run on off the shelf parts which keeps the price down, call it maximizing on current available parts. As for those low dyno numbers, who cares, we were 20 dyno hp numbers down in joplin and were pulling on the straights...thats what counts...either were reading low or somebody is reading high, you tell me..Jim

Champ the fact that just sitting over a month and suddenly runs good really proves the point that jetting is the issue with the other motors. Throw in the equation of different domes and sizes really mixes things up and each bike will have to dealt with individually, your better off ignoring what fixes another bike unless everything is exactly the same..pipes,carbs,domes on and on .The weather changes, humidity,temp, baro pressure all play a part in this. That is why the mysterious jetting God payed a visit to the storage shed. As far as domes are concerned, not just the cc spec is messing with you. Squish clearance, squish band width and squish angle are big parts of this. Daves "special cut domes are a good "average" of these specs. I've played with the specs and this dome covers a broad range of engines with a good margin of detonation protection.. Dave is in the "average" biz if you will. Obviously a custom built dome for every application, and I mean down to the exact bore size, carbs cc size, operational rpm, etc. etc. is best, its just not practical from a manufacturing standpoint. Have you ever tuned in ESPN and watched a 250GP race? If you were there, the first thing you would notice would be the distinct smell of racing castor in the air. After, that you would notice about 12 guys standing around the bike in the pits in red jump suits. Those guys primary goal is to pick up on residual snatch that tends to hang around the riders, their primary responsibility is to keep that bike tuned. And believe me, it takes that much brain power to do it. As for your motors, those are far from a drag port engines. With the addition of the stroker crank and the changes it plays in the transfer ports, a minimum of exhaust port area is needed to maintain the operational range of the transfer ports themselves. Thus additional rmp is the result...that's where that top-end is coming from. Those 3 motors are pump gas motors and it plays a huge part in the broadness of your powerband. All of the marketed pipes for Banshee's, even the worst of the worst, are highly effective expansion chambers. The more effective the chamber with high compression brings on detonation risks. In order to keep your engine from shelling with modern pipes, keeping compression relatively low is a easy way to deal with it...the only problem is, your going to give up bottom end. Pump gas motors are a builders nightmare. I mean you really want to give the guy the power he's looking for you just don't want a pile of molten aluminum showing up in your mailbox with a nasty letter 3 weeks later. Im really conservative in this area just because of that . The good news, I knew that before I built your engines and it was designed around it. HP is very addictive and almost everyone is never fully quenched. Those motors can be run down to 17cc domes safely with the addition of race gas. If you want the balls to drop on your motor, start adding compression, and advance the timing up to 4 degrees...you'll find the broadness your looking for. If you decide to do it without increasing octane, hold on to your wallet and don't send that molten box of ugliness to me....Jim

Well, where do I start? We have people on both sides of the isle, funny thing is, some of them have the exact same designs. We have Kabina putting bike lengths on 7mm Kurtz motors while it rips his arms off while Locogoto cant find his bottom end even though it used to rip his arms off as well...same engine (or used to be). We have prichard kicking ass while 3 exact motors in Kansas are having jetting problems, or at least 2 of them, one of them is running good now...built all the same time, even boxed up together. We have Duece and Xtshee smiling while they shit their selves, and another guy in New Mexico that mails me Christmas cards while he orders stroker motors 5 sets at a time (probably marketed by some other trade name I'm sure) while a guy with the same engine cant get the jetting on the money. I have RebelBanshee2 kicking ass on teetsy little carbs go figure. I have guys in Missouri that trash a certain reputable builder, you all know the name, on the phone with me while they out show 426 big bore stroker motors making "95 HP", or at least that's how they are marketed anyway by a huge name in the biz. Gee, I cant even keep track of how many motors he's ordered.Ive got a guy in Canada swapping places with 10mm Cheetah's on the race track with the absolute exact copy of Locogotos motor down to the carbs,pipes,reeds timing, domes and valve-stem caps.This guy just gushes on the phone...really friendly sort. He tells me Im way too cheap for what I do, so I promised him I would rip his ass apart next time just to make him feel better.Ive got a guy in South Carolina that shipped me his Cheetah for rework after he got smoked out on the track by one of my 4mm short-track motors. I sent it back untouched along with two sets of 12 ports, the Cheetah is still on the shelf last I heard.Ive got Oilsmoke outrunning CR500's up Choke Cherry when worked out raptors are dogging out, he clears the top effortlessly at respectable speed, oh yeah, on carbs so out-dated I cant even believe it runs that good, good job Steve. I've got local race-teams just selling out on fire sales because they are getting smoked so bad they cant even show their face at the track anymore. I've got 80 year old big name builders ending up with stolen bikes just so they can look at my stroker cylinders realizing they spent 50 years of their life building and couldn't come up with anything that fast....I used to go to him in my early twenty's for advice right before I broke the world water speed record...he still asks me questions about that one, and I still just smile and nod my head until he changes the subject.. I have caller ID, how handy..I can spot the competition inquiring...that's really flattering .I've got Proquad smoking everybody in the Nationals in Joplin, 2nd place guy was on one of those big name big bore stroker "95 HP" OMG's....pulled him down the straight, what a sight. Im sure the builder was upset since he just won Pikes Peak a few weeks earlier. I've got PlaynSand on his playbike on a budget smoking big name drag bikes in Texas...that bike is so reliable I could put street tires on it and ride out have a few beers with Duece. I've talked porting specs over the phone and given directions and the guys go home and beat big name ported shees, sure feels good, don't it? And of course, all of this was by accident, nobody could be that skilled..right? As a builder I have the hardest time holding back on designs. I sell what I race...but I've yet to sell what Im capable of simply because most of the general public cant handle it or tune it. I've been designing 4 new engines over the last few months but Im really giving second thought to releasing them because of just that. I was really looking forward to releasing my 110RWHP 4mm motor. A few of you are familiar with what Im talking about and BigWill will get his X1, And Kabina will get his X3 ...I promise. Its possible that the 12 port stroker might have just crossed that line I was so reluctant to cross. I commend those who have managed it. I've released tips and set-ups and a lot of the people have just ignored my advice..I cant help that. I have people order motors for a specific purpouse and they wonder why it acts funny on the trails. Trash me if you must, the ones that have the skill will still be calling me.Afterall, my only other option would be to build only average motors "as seen on TV"...soon available at Wal-Mart. And I don't need the money that bad. I don't do this for the money, I do it because I have something to give...Jim

Dont bore to .005! On forged pistons and stock porting bore to a final spec of .003". If your engine is ported for substantial RPM increases take it to .0035"...Jim