flotek

id choose the following : 28pwks carbs kn filter with nol id preferrably with the proflo adapter boysen rad valve wit h carbon reeds run the dyna but with a mild curve klotz supertechnaplate at 32-1

the transfers are what really chokes things out o n a banshee ,this is one of the main reasons cubs need larger carbs to perform ,they have tons of transfer area ,for alot of milder engine combos the stock banshee carbs are underrated IMHO they are one of the few mikuni models that arent total pieces of crap :happy:

i know a 4mil gas banshee that made 80 true rwhp with stock carbs on a stingy dynojet

i feel bad for the guy who just flushed away 150$ for doorstops ..

its nice to see more options pop up i nthe market but I agree the vito products are not usually made with performance in mind more like profit margins in mind ...so if you look i n the new pics they posted up on their site for these yo u can expand the one pic and get a small glimpse of the exhuast design ,i already dont like how they designed the main exhaust port and sub ports and i bet the intake is really conservative judging by the pic of the upper boost port

i built alot of stroked drag blasters... id start around 162 main and 55 pilot

nikasil plate , 68 mm bore , triple exhaust ,and aggresive port timing all in stock appearing cyinder sounds like a pretty reasonable platform to build on to me to me but of coarse they are not going to go out and smoke cubs all day the way they are sold i m sure .... it wil lcertainly make a good sleeper setup .never seen a set in person but time will tell i suppose

i think they told me the price for just the jugs is 799 retail ,i spoke with vitos about this to get the skinny on them i think with some work under the knife and some black powdercoating these could change things up a bit ,i was told testing on these make over 70 horse o n the dyno on the stockstroke set and the stroker set is taller version for the 4mill . my only gripe for potential would be case volume and limited transfer area but theres ways around that also they dont have auxialiry boysen intake ports . they claim to be already designed for aggresive layout and high port timing ,they also claim a wider powerband than the cubs but of coarse this the salesman talking .. nice thing is theres lots of vito parts dealers i nthe country and that 799 price could come down a good bit . cut and rechamber a factory stoc k head to match the bigger bore throw on some shaerer inframes painted black and youd have a secret weapon :cool:

thats the best advise anyone can give ..thats exactly what got me through 2 divorces

wh y dont yo u post up a pic or ask someone to do so ,youll never sell it otherwise

with the right port usually theres a very big gain midrange -top by switching from t5 pipes to CPI

as long as the exhaust duration isnt over 192 degrees and transfer area stays conservative it should be real responsive with alot more lowend.. id throw some more igntion timing at it and bump up the compression to make the most out of it ,though of coarse youll need race gas then ,stock carbs or 28pwks would be your best bet for this to keep the signal and velocity strong for the tight stuff

saw those cylinders ..condition, bore size,and price please ?????????

still searching

....pm sent :cool:

like title says ,i would prefer them to not require a bore job and be 65mm or less... with good pistons a plus thanks :cool:

the ports definitly should be chamfered after the process then a hone then maybe even some fine 600 grit paper aroudn the ports cant be to cautious ,its always a good idea too just to be sure ,its cheap insurance that all professionals do ...because even if it doesnt physicaly snag the rings due to a sharp burr making contact ,it can still be very harmful ...wha t happens is the sharp knife edged port will act a scraper and with the piston going up and down say 150 times a second throw in some friction and it will effectivly skim the all important oil right off the rings and cause excessive heat, ring wear ,and ultimately seizures and judging by the pics the porting doesnt look very professional

the T6 is a decent pipe ,it will rev within 500 rpms of the T5 on peak output .. alot of people wil l tell yo u to flat out avoid a port job becuase the toomey t6 were designed for stock specs and it wont work ...most of this is hogwash based on toomey racing website articles ... as long as the builder knows what he is doing ,keeps the port fairly conservative and knows how to match the port layout up to the pipe ..then itll make a good allaround setup... not the highest rpms or best dune pipe but they can make a strong midrange play motor especially o n a 4mill with 170-180 pounds of compression and some timing thrown at it . :cool:

I would definitly avoid alba and trinity ,other shitlist big name builders i have fixed porting on is Duncan and Ct racing ,seems these conglomerates are simply not willing to put the time and effort into mapping /porting your cylinders the right way to get the most power ,often times it looks like they spent maybe one hour on touching up the casting flaws/mismatch and then calling it a "high rev dune port"

kevin herr definitly is a nice guy and i bet youll like his work for sure if thats what yo u ultimately decide on ,luckily theres lots of good builders for banshees ,but as stated above we are so freakin swamped wit h the drag season approcaching and weather improving by the day and lets face it we all wanna ride and definitly want that edge and ability to beat down the neighbors new efi 700raptor lol so the turnaround can get delayed .alot of builders wont sacrifice quality for quantity.. i know i would rather be off by a week or two on what i originaly estimated than to rush through any portjob just to get it out the door to turn a fast buck .not worth it and nobody who runs a company likes to turn down work but we gotta also remember the customer is priority and we are only human .. a small shop simply can only get so much done i n a given time frame . :cool:

sounds about right ...shearers are known for their peak numbers o n an agressive port and fine tuning makes sense to have this with mid to upper 60's on the stock stroke

polishing the exhaust port is really only done to prevent carbon buildup ,i nactuality theres a slight gain by having it rough though(boundry layer) ,the best builders porting i nthe country is often hacky looking as far as texture goes ,the fact is for banshee owners texture does very little performance wise it is far more important to get your sizes shapes and durations correct ,its better to focus your efforts on things that make real world practical power iMHO .but i like to apply some practical everyday things into my cylinders that i like to use for the porting process ,like observing airplane wing shapes are designed and why a dimpled golf ball goes further than a smooth round one ,velocity over volume is the key

thanks bro :cool:

your bridge is still pretty beefy , and really ,the rings dont come down that far in the stroke anywayto be overly worried ,yours is very mild i would say ,also this is not where the real power is made ,it is only the most notable change i na picture that you ofte n see,on hogged out designs you would probably only notice slighlty faster revs at midrange and a decrease in crankcase pressure and intake velocity if yo udidnt alter the transfer and exhaust as well ,the intake doesnt account for the bulk of the performance gain ..the transfer ports and the exhaust are where the magic happens . :cool:

the "best" porting will be precision porting designed spceifically for your mods and riding style ,this is why communication and the builders familiarity with banshees ,pipes and experiance is very important to the final outcome of your performance . one builders play porting is anothers drag port one guys stage 1 is anothers stage 6 ....sadly theres an abundance of confusing hocus pocus in this business .find a shop that listens and works with you to make an engine do what your looking for