bigborebanshee

Thats why its your opinion.An engine dyno is the only way to truely measure the performance,not how it will perform in an application. Thats what Dyno's do,they provide numbers to then base gearing,traction and optimal engine operation.

Exactly,you can use the power spread on the dynograph to figure how the gearing ,traction and weight factor will affect how the quad is setup.

You totally lost me and i no longer have any idea where your coming from? I thought the question was is the banshee still king of drags?Maybe the question should have been is the banshee engine still king of drags?It seems this has turned into a banshee vs banshee. Rider and tuner = 99% of performance factor.I don't care how wide or narrow of a powerband you have,there is a setup that will work with the considering weight,traction,suspension etc. If the engine makes big numbers,it can be setup to go fast.It might be one dimensional and only do one thing good,but if thats what it was intended for so be it.

You totally lost me and i no longer have any idea where your coming from? I thought the question was is the banshee still king of drags?Maybe the question should have been is the banshee engine still king of drags? Rider and tuner = 99% of performance factor.I don't care how wide or narrow of a powerband you have,there is a setup that will work with the considering weight,traction,suspension etc. If the engine makes big numbers,it can be setup to go fast.It might be one dimensional and only do one thing good,but if thats what it was intended for so be it.

Thats why an engines true capabilities can only be accurately measured on a dyno,just as rider ability can only be measured in a drag race. If your asking if the banshee "engine" is still king of drags,then Yes,CC for CC there is no 4 stroke that can be built more powerful in a naturally aspirated application.

If you want to compare apples to apples then a Dyno is the only true test and "race" necessary. There are too many variables to consider when assessing who "the king of drags are" Unless you have 2 identically setup machines with a robot rider,results will sometime favor a machine that would not produce the same results otherwise.Or maybe if you had 2 dynos linked that could calculate power and speed with a centrally controlled throttle.then that would be accurate. Basically you can build a machine to holy hell,but if its not set-up well or lacks a competent rider,results will vary Thats why scientifically the banshee is still "king" and The only accurate gauge is a dynomometer

I agree the Dyno port pipe does nothing well.I run The FMF gnarly and by far are the best twin torque pipes,they do not have the over rev of the PC,but much more meat in the mid.Great for east coast trail riding.

It performs as well as the pro-design units which is better IMO than the stock plastic one. 220 degrees coming out of the engine does not necessarily equate to 220 degree operating temp in critical areas like bottom end where the crank seals are.2 strokes can take a lot of heat on pistons head and cylinders before significant damage is done. Whereas 4 strokes can take a beating if the top end is overheated.

I dealt with these clowns once...never again,1 month to get 4 of their best a-arm heims and Its because i made threats to dispute the charges with my CC company.His prices are good and the X series heims are nice,but i would never do business with them again.

I had a KX500 powered raptor that was deemed unbeatable by anyone who lined up against it..Not that the KX500 is a totally unbeatable engine,but the Air cooled one we put in the frame was void of a cooling system and electrical rats nest.Not mention the KX was 50% the weight of the 660 we pulled out.I think that quad weighed in at about 330lbs.If i can find some pics of her..i will post them up. Im working on another Raptor 500 project,only this time we are going to use a 91' water cooled version and ad a working lighting system.it will be used mostly for trails.

Now that i think about it,the old engine had boyesen rad valves too and this one has stock reed cages.The carb sync is dead on.I guess there is no magic jetting number to go by considering the variables. I will try a 55 tonight,I appreciate all the input..Thanks!

Its a 4mill with porting,20cc domes carbon fiber reeds on stock cages,k&n filter with k&n airbox lid and FMF gnarly pipes....Like I said,it runs great,pulls very hard but has that boggy WAH WAH when you first take off.Its just that initial 1/4 throttle when taking off from a dead stop.the needle is the original ones that CPW sent with the carbs. i had this same setup on another banshee with the exception of Toomey pipes/different porting and never had this issue. i just think 55 pilot is a little big considering it is still running a semi closed airbox?

My friend has run a RS 200w for some time and have had only one problem with it.The wire that grounds the windings to the face of the stator plate broke right at the eyelet.We soldered it heavily and have never had any issues since.

Im trying to set the jetting on a friends 01' banshee with 30mm oko's.I set the pilots at 52, the mains are 152 and the needle is in the stock position.fuel screw at approx 1-1.25 turns out The quad runs great from 1/4 throttle to full.Pulls hard throughout the entire powerband,plug chop looks good.. The problem is its a bit boggy from 0-1/4 throttle coming straight off the clutch. When i adjust the airscrew out the bog gets worse,when i adjust it in to where it gets better,the idle gets rough like its flooding and Im getting a dark spot on the spark plug porcelin ,like its too rich at idle. Would a 55 pilot clear that up?Or should i start looking at needle adjustments?Like i said,it runs great other than being a little boggy coming off the clutch.