Snopczynski

Thats what Im sayin........?

I would pull the needles and nozzles out, and run at least a 370 main jet in it to start. You need to make sure it has the right components in it first.

Do you know what nozzles and needles are in it?

Any idea what nozzles and needles were in it?

That dont seem right, are you sure you don't mean 330 main?

Elevation please!

The 87 definitely hade a huge full reedcage intake. It definitely had the capability of being the fastest year.

It does get tiring talking to him.

You got it Daj.

Yeah, you tried your best.

Whats the stock exhaust duration on a banshee?

Because I know hot to translate a dyno sheet, and you obviously dont. If you did, you would notice the decreased acceleration time, the non-existent torque backup, and the anemic concave shaped power curve when comparing to the pro circuit chart. He will win because like I said the trinity has a narrow power band. He was racing a guy with an mx port, which realistically by standard "mx port" terms means he has coupled a shitty mid-top pipe (trinity) with a port duration setup that would call for the pro circuits. Not to mention the huge carburetors on the guys bike thus slowing his intake velocity and making it even worse. So by putting a mid-top pipe on a duration setup for low-mid, he has effectively chopped his power window down thus creating a very pipey and even more narrow power band. My bet is if he races him in a 100 yard drag race, the guy with pc's will take him off the line as his setup is tailored well to his pipes, then the guy with the trinity pipes will slowly creep on him to the end once he could get into his power range.I seriously Doubt he would catch him though. It almost makes me think his buddy is you trying to race him.

I will make this simple for you. Ak is right about the trinity pipes having a narrow power band and turning on/off like a light switch. Sloryder, if you have two bikes drag racing each other and one has trinity pipes on it, the other has pro circuits. I should hope to god the one with the trinity pipes will win. Because no one in their right fucking mind should put pro circuits on a drag bike or a mid-top motor. Which is what a bike with trinity pipes should be built towards.

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Cascade does some awesom low end type power output motors. I do a lot of business with them, and they have excellent customer service as well.

I dont like dynoport pipes, I dont know why you think I do. I just dyno tested the pipe when I was running it. The trinity pipes from every application I have seen were all top end pipes with very narrow power windows. So again, There are better mid-top pipes out there than the trinity. The charts proved it had a slower acceleration time compared to the dynoport pipe, and the pro circuits dwarf both of them for power output. Pro circuits are low-mid pipes. Trinity is mid-top. Its THAT SIMPLE! You haven't proved anything in here except for being an internet dyno sheet warrior.

Thats a very incriminating statement. No one in their right mind who was building a drag motor would put a low-mid pipe on it. This pretty much justified to me that you dont know what the hell your talking about.

It is my banshee, its all set up for low-mid power. Like I said, we ran both pipes on it. There is no such thing as a good all around pipe. I clipped this description off another post I found in the search for when someone asked me what was done to my bike. Only difference is when I rant the dynoport pipe, I had a single 35mm pwk on it. -Dynoport ported stock cylinders 188 degree exhaust duration -Pro Design Coolhead with 18cc domes (185psi comp) -Dyna Ignition with custom programmed curve -Stock reed cages with carbon tech mid tension reeds -Dual 28mm Mikuni TM flatslide carbs with K&N Pods -Shaved flywheel -Cascade Clutch kit with the roller bearing ball end adjuster -Dyna coil with NGK Plug Caps -Stock Crank -Wiseco Pistons (stock bore), squish setup at .043" -Pro Circuit pipes with the standard silencers (ceramic coated) -BR8ES spark Plugs -110 octane sunoco with castor 927 at 40:1 -Stock intakes and stock boost bottle -22x11x8 super light 10 paddle haulers on .125" thick douglas rims. -13/46 gearing -Cascade billet shifter -front dual rib steer tires -home made double footpegs -swingarm (+6) -stock axle, stock hubs, stock a-arms. Need to keep it skinny to fit between the trees. I dont know what to tell you about the charts you have, except I know they are not your charts. The charts I have are mine and I was there when the motor made them on the dyno. So far I have backed up everything I have said. I wish I could say the same for you.

Pro circuits on my motor rev to about the same rpm as a dynoport did. 8,750rpm. Top one is dynoport (with single 35mm pwk), bottom is pro circuits(the pro circuit run was even done wuth twin carbs). These runs were on two different dyno's, but rpm is not a varying factory from dyno to dyno.

The whole point of this was that sloryder said trinity pipes are like pro circuits. They're not, they are a mid-top pipe. Pro circuits are a low-mid pipe. So the graph was to show how a trinity stacked up to a so called real "low-mid" pipe like the dynoport. There is a huge difference in acceleration times which in real riding conditions translates to alot of bog, then high rpm's all at once. A low-mid accelrates at the wick off the throttle and has minimal bog. My next point was that there are better mid-top pipes out there, like cpi's for instance. They make much more power, and accelerate alot harder than trinity pipes in my experiences between the two. Thats based on dyno testing, and riding bikes with the two different pipes on them. Alot of guys say things like " I have trinity pipes, and I love them". Well my answer to that is well have you ever ran cpi pipes, or shearer pipes? Cause if you did, you may just change your mind about that. The two different setups in the dyno chart was the dynoport on my motor with the 2 into 1 intake. Then the trinity on my motor with the twin 28mm mikunis. You have to run the different pipes because one pipe is a low-mid, and the other was a mid-top. The two different carb setups don't benefit the motor from the opposing pipe setups.

That was an acceleration time run sheet, and that trinity pipe lost compared to a dynoport pipe. Thats pathetic, because Dynoport 2 into 1 pipes suck. Not to mention the supposed low-mid trinity pipe made only 2 more hp and 4 more ft lbs of torque compared to the dynoport. Like I said the pro circuits already smashed that hp number, the torque number, and they accelerated faster than the dynoport pipe did. So now I put up the chart and it has something wrong with it right! Jesus!

What track are you running these high hp R&D Setups at?

Ummmmmmmmm, YEAH!