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Old 04-15-2012, 03:37 PM   #136
ktm950se
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Not really.
There's been multiple reports of folks with carb problems eventually tracing the fault to cracked diaphragms...

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Old 04-15-2012, 05:08 PM   #137
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Interesting in a way the rider may not be aware of the lower performance caused by "tired" diaphragms and assuming everything is alright....
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Old 04-15-2012, 05:47 PM   #138
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Originally Posted by Balsta View Post
I figured out that my CV's actually were shit carbs about 4,5 years and 75000 kms from new. Running the motor with airbox removed evidenced one slide opened much faster than the other. Replaced the slower one by a new and hoppla! the new opened much faster than the remaining best of the two old. Then replaced the second old slide and what do you think occured? Yes Yes Yes!! Both sharp equal and really fast. Conclusion: The rubber diagrams stiffens with time and the slides need to be replaced to avoid poor responding CV's. They are neither any reinvestment of significance.
Yea but, why not spend $1200 instead and blame the CV carbs
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Old 04-16-2012, 12:22 AM   #139
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Originally Posted by ktm950se View Post
Not really.
There's been multiple reports of folks with carb problems eventually tracing the fault to cracked diaphragms...

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Flash back to my air head days



And the answer.......... Inject it........... So I did. Talk about overkill !!!!

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Old 04-16-2012, 12:39 AM   #140
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Originally Posted by Gustavo.Ramos View Post
Interesting in a way the rider may not be aware of the lower performance caused by "tired" diaphragms and assuming everything is alright....
That's right as opposed to one with a hole which is more noticeable.
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Old 04-16-2012, 02:43 AM   #141
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The assumption you're making is that I'm doing the dyno work with some fly by night outfit that does pulls for peak HP for bragging rights. Is that what I'm gathering? I do plan on riding the bike in an 1100 mile desert race at the end of this month, so fuel economy is important. I'm also interested in reliability, which means proper fueling is important. I guess I'm interested in something between full rich and full on lean right? I can leave the T-couple sensors on the bike and data log the temps during the race also. I was meaning to do that anyway.


I also own one of these.......


No that's not what I meant. Dynos and there operators serve a very useful purpose, and I would think that it is the relationship between you and the operator that gets the results. I cannot understand why anyone would spend a fortune on a piece of equipment to produce rubbish results, and suspect bad comments about operators are probably not justified. In this world it is best to learn from experience rather from some intolerable AH's comments.

Anyhow ......load is an essential part of tuning. A dyno can not replicate that load 100% .......So you should follow your dyno tune with some road time using that Innovate LM2 of yours. Do you have a Bosch 6066 sensor as in the photo? They are very good.

If I was you I would confirm the temperature on the road, get all that stuff out of the way before you race. You will have enough to think about while there.

If you are doing 20mph, and the air around your carbes is close to ambient that's all you need to know........ that you have a supply of fresh air to your carbes. I'm sure that I can speak for everybody in that we would all like to see the results as it will become an important part of our knowledge base.

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If you fit FCR's you can "Trumpet" to the air box connection. Experiment with the runner length. HOW COOL WILL THAT LOOK AND HP TO BE FOUND .
This is Dyno teritory. Experimenting with runner lenght and getting results
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K2m screwed with this post 04-16-2012 at 02:53 AM
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Old 04-16-2012, 01:24 PM   #142
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Not really.
There's been multiple reports of folks with carb problems eventually tracing the fault to cracked diaphragms...
ktm950se
Well, my slow diaphragms were not cracked. They were obviously just stiff, very stiff.

Anyone who knows about what specific material the diaphragm is? EPDM? Nitrile?
http://en.wikipedia.org/wiki/EPDM_rubber
http://en.wikipedia.org/wiki/Nitrile_rubber
If so can someone google it and findout about deteriation of elasticity over time?
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Balsta screwed with this post 04-16-2012 at 02:57 PM
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Old 04-17-2012, 09:31 AM   #143
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The dyno testing went well this morning the fueling with the insert in the exhaust was perfect. With the insert out, it was really, really lean.
I had a knob mounted on the back wheel, so the high end of the dyno HP numbers are off from the bike hopping around a bit. At this point, I'm only concerned with fueling and it's spot on and when I get back, I'll do another pull with a street tire for peak horsepower numbers. The dyno folks saved my runs from a few years ago, so I can use that as a baseline. My best guess for HP is 90. It pulls really hard

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Old 04-17-2012, 09:50 AM   #144
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And the final jetting spec is???

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Old 04-17-2012, 10:50 AM   #145
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And the final jetting spec is???

ktm950se
More testing is in order. When I get back from MX, I'll know more.
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Old 04-17-2012, 04:50 PM   #146
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Old 04-17-2012, 05:25 PM   #147
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If he tells you he'll have to kill you
Actually, if I gave out the jetting specs, someone would have melted a motor.
I'm sure you would all be crying then 16-17-18 AFR with my starting set up, the dyno guy shut it down real quick. Now I need to ride it with the WB set up and get some real world data.
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Old 04-17-2012, 05:27 PM   #148
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Ok simple question...can I install the CPR filter setup without the proper map? I just completed a valve adjust and it all seems so easy to install at this point.....will the ECU compensate for additional air flow....will I lean it out and do damage...
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Old 04-17-2012, 05:33 PM   #149
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...will I lean it out and do damage...
What you said...
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Old 04-17-2012, 06:22 PM   #150
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I'm warning you guys you are moving in dangerous territory here. The inserts should not give this result. Readings like this from the rear are unreliable. Dyno results are not accurate. This is a racing motor like a WRC car. A wideband should be mounted properly for such a radical departure from normal.

Wait until Ken (H2W) comes up with a jetting package. He is a professional and will do it properly, and he has the right equipment and knows how to use it. Just be patient. Under normal conditions the exhaust changes on this bike do not affect the tuning (CV carbes).
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