Forcefed

I am. Elizabethtown area. Ride in Stanford at Shelton's Dirt Drags.

19 ish .... would have to get with Titan Tim for the specifics on C/R & MSV ... not my place to give out.

Dropped the needle a notch ... nice 35mm PWK A/S (the airstryker version may be using a slightly smaller pilot & needle clip position) 42 Pilot CEL Needle one clip leaner from middle position 158 Main K&N in the box +5 on the plate BR8ES 60* - 900' 93 Oct 40:1 SuperTechniplate VF-3's Inframe CPI's Untouched ports - nikasil flashing still on all port openings Custom Domes by Titan 14/41 gearing Uncut flywheel Touch on the richer side on just the main jet due to the airbox ... fixing to put the pods back on ... otherwise would have dropped main to 155. Putting a Dyna on it shortly & will have a set of my curves loaded into it.

42 pilot + CEL needle's in the middle - 1 main size = wholesome goodness in the midrange & 200 rpm increase up top

Green's turbo bike is sick & the dude knows his chit ... I read this post & can't help but feeling that someone has a bad case of the "make believes" .

PM returened Mr. Reed.

http://cgi.ebay.com/ebaymotors/Yamaha-Banshee-A-S-Drag-Pipes-Exhaust-N20-Billet-SB-SF-_W0QQcmdZViewItemQQhashZitem415615b827QQitemZ280617138215QQptZMotorsQ5fATVQ5fPartsQ5fAccessories Holler with any questions

Agreed - it could very well be a spline, sprocket, chain issues ... just stating what I personally found after eliminating the "usual suspects".

It's not the tranny ... it's the clutch "shuddering" (not the typical "slipping") that you are feeling. Changing the fluid and/or increasing spring tension typically fixes that "skip" feeling, if not, install new plates. I have only felt this twice in 10yrs of riding, but I know what that feeling is now & usually only occurs when the clutch conditions are just right ... or wrong rather. Fluid temp/vis & spring tension are the 2 variables that I was able to narrow it doen to when I was experiencing this oddity.

John, Matt, Art & Loco are in the right, imo ... you Dave, are not - - - man up.

We are still running the Drive Line clutch set-up with alternating springs from the drag version & half of like Barnetts 30% ... no issues so far.

Yeah that ... 2 posts ago

While we a BS'ing about ignitions & timing, I feel it should be noted that the numbers in my posts are from published sources - One being from Dyna's paperwork that comes with the ignition & the other from the OEM factory service manual. That being said, it was brought to my attention by a good & reputable source, that if one were to make the fixtures needed & implement a timing light to verify actual ignition firing, that the Dyna has a tendancy to wander a bit & not fire exactly when the end user tells it to. And that through unbiased testing, the MSD has a more stable & accurate corellation between intended & actual ignition discharge. I have yet to verify this myself, but do believe this to be a good probability... either way, I thought it was good info to pass along.

What is the distance from the center of the front sprocket to the center of the axle on a stock banshee ? Search function is giving me a fit ... ... give or take for the position of the carrier for chain tightening ...

Well .... that shut us up ! Nah, nice looking curve man - kudos to you.

With all civility ... I didn't see where you said "personal" bikes ... so in that respect & in the examples I gave, you may very well be right. The Cougar dyna I programmed for K&T was for a customer bike, I cannot verify weather they do or don't have the cable or software. Imo - regardless of the type of aspiration, ALL motors will benefit from a custom/spefic ignition lead angle. The Dyna has it's problems compared to that of the MSD - both in the lack of ability to pull curves from the hardware back to the PC & in the OS required to use it ... that being said if have to reply to this With an opinion of strong disagreement. to each their own I guess. Is the "they" aren't worth it, the Dyna in particular, or just a programmabled ignition all together ? In seriousness & curiousity, when you gained the 5hp and 550rpm by replacing the Dyna with a stock box - were you using pre-programmed/Dyna loaded curves for the test ? And are you aware that what is loaded as "stock" in the Dyna, is actually far from what is loaded in the OEM ignition ? There is more advance/lead angle from 3600 to 10K (nearly 4deg at the upper rpm's) and Dyna flatlines the ignition from 10K on out, where as the OEM unit continues on the same lead angle past 10k. So from 10,001 & up, the "stock" Dyna curve is adding even more timing ... it is nearly +6 at 11K. If the above wasn't taken into consideration when you swapped to the OEM cdi & reset your plate, it COULD be why the engine reved out the extra RPM giving you the resulting HP increase. If I were to assume you had the "stock" dyna curve selected, with whatever, say 8 on the plate, then I would say the breaking up in that RPM range was due to too much spark lead resulting in some detonation, which limited the extra 550 rpm which left the 5hp you saw on the table ... maybe ?

To the post starter - will you notice a diff - ehh, maybe a little here or there depending on many factors - it is worth it in your specific application - maybe, maybe not - hard to blanket what "worth" is to every individual - imo

LOL - Ok - I'm letting you know - K&T has several Cougars with Dynatek's on them (I programmed I of them per Randy's specs) Dan has one on the turbo Scimitar - A couple of Tim's customers have run them on their DMX build ... & on & on ... After with talking to a few of them it seems as though the MSD may have an edge on the Dyna in a couple of areas, but it all comes back to being FAR superior to a restrictive factory shaped advance curve or a pre-burnt PVL curve. K&T has the Digital PVL software as Tim has the MSD & Dyna Stuff & Dan prefers the disharge capability of the Dyna last I spoke with him (bout a month) At any rate - it is imo - the same as placing an off the shelf dome on a custom build - every single engine combination wants its own specific timing advance angle to coincide with how the engine builds volumetric effiency. The ever popular "throw +8 on the plate" with a stock box way of thinking may get the job done in some aspects, but is far from being optimised. The Dyna, in particular, but not limited to, will rev clean past 11K & in a few applications I have had no problem in excess of 12K Just some FYI

Remove the bowls, remove the pilot jets, clean the pilots, put bowls back on & go ride

LOL - what a crock of shit - they are more builders & successful drag racers running the Dyna than you can shake a stick at - high RPM cut out ? what ? Is it better than an MSD ... unsure - but they are far from junk

imo - i would be VERY hesitant to say "put this CC dome on" as there are no less than a dozen variables that need to be taken into account concerning dome profile construction ... that's the main reason why I gave all the info I could gather about the Serval I put together except "that" aspect ... it is just way to dynamic & specific to each engine & dome designer to generalize. The combustion chamber imo - is the place in the engine where all the magic happens & should be given way more respect than "what CC dome do I use" ... I hope that comes across without an undermining tone, but rather as just trying to be helpful for all the different levels of readers on this forum.

Got the domes for the one I built from Titan Tim - runs hard & has the same plugs in it from Day 1 - never loosened themselves & has good overrev. 91 oct.

Don't know of anyone that got a r&d handout/trial ... pony up the money, you'll dig it, with or without the "full low-mid" set-up ... ( )

Also, on the port timing topic - please note that the spec for the base gasket has been updated & depending on your specific deack heigth, durations can be +/- 2*

No - just in good working order. Don't have to have an aftermarket basket or a L/U either.