I've seen the reference to Stage 1, 2, and 3.
What's the dif?
Stage 1 = rejetting with the airbox intact.
Stage 2 = undefined, no jet kit.
Stage 3 = rejetting with the airbox removed.
:cheers:
Quote from: Gisser on July 19, 2006, 09:49:29 PM
Stage 1 = rejetting with the airbox intact.
Stage 2 = undefined, no jet kit.
Stage 3 = rejetting with the airbox removed.
:cheers:
I think there's a bit more than that.
Stage 1 - Stock exhaust, airbox in place
Stage 2 - Either:
Slip-on & stock airbox OR
Full exhaust & stock airbox OR
Stock exhaust & airbox removedStage 3 - Full exhaust, airbox removed
Quote from: AlphaFire X5 on July 19, 2006, 09:57:41 PM
I think there's a bit more than that.
Stage 2 - Either: Slip-on & stock airbox OR Full exhaust & stock airbox OR Stock exhaust & airbox removed
Well, I respectfully disagree. Given your variables, Stage 1 covers the former and Stage 3 covers the latter.
:cheers:
Quote from: Gisser on July 19, 2006, 10:03:21 PM
Quote from: AlphaFire X5 on July 19, 2006, 09:57:41 PM
I think there's a bit more than that.
Stage 2 - Either: Slip-on & stock airbox OR Full exhaust & stock airbox OR Stock exhaust & airbox removed
Well, I respectfully disagree. Given your variables, Stage 1 covers the former and Stage 3 covers the latter.
:cheers:
Nah. The stock exhaust is suer restrictive on pretty much every bike out there. Slip-ons do open it up a little bit, enough to require a rejet.
Removing the airbox also produces a pretty major change in the way the intake track gets air. Changing one necessitates a state 2 I think, and stage 3 is changing both.
Quote from: AlphaFire X5 on July 19, 2006, 10:13:03 PM
Nah. The stock exhaust is suer restrictive on pretty much every bike out there. Slip-ons do open it up a little bit, enough to require a
rejet.
Hence, Stage 1.
Quote from: AlphaFire X5 on July 19, 2006, 10:13:03 PM
Removing the airbox also produces a pretty major change in the way the intake track gets air.
Stage 3.
Quote from: AlphaFire X5 on July 19, 2006, 10:13:03 PM
Changing one necessitates a state 2 I think, and stage 3 is changing both.
Only the airbox removal necessitates Stage 3. But what matters to the OP is that there's two defined levels of jetting offered by the commercial kits. :cheers:
BTW, after clicking on a recent carb thread, I think you can go up a few sizes on your main jet. You're Stage 3. It's just that I've yet to see an adequate description of a mid-main jet circuit... :dunno_white: Help me out (if you can).
Quote from: Gisser on July 19, 2006, 10:33:17 PM
Quote from: AlphaFire X5 on July 19, 2006, 10:13:03 PM
Nah. The stock exhaust is suer restrictive on pretty much every bike out there. Slip-ons do open it up a little bit, enough to require a
rejet.
Hence, Stage 1.
Quote from: AlphaFire X5 on July 19, 2006, 10:13:03 PM
Removing the airbox also produces a pretty major change in the way the intake track gets air.
Stage 3.
Quote from: AlphaFire X5 on July 19, 2006, 10:13:03 PM
Changing one necessitates a state 2 I think, and stage 3 is changing both.
Only the airbox removal necessitates Stage 3. But what matters to the OP is that there's two defined levels of jetting offered by the commercial kits. :cheers:
BTW, after clicking on a recent carb thread, I think you can go up a few sizes on your main jet. You're Stage 3. It's just that I've yet to see an adequate description of a mid-main jet circuit... :dunno_white: Help me out (if you can).
Hmm. I thought stage 1 was all stock. Ah well, semantics if anything.
The mid main jet controls the midrange on the '01+ bikes. It's comparable to shimming the needles in the pre-'01 bikes, from what I understand.
You're probably right though, in that I can go up on the mains. I've been thinking about it too, but all I have right now are 140s. I'll probably stick those in there later. Eh, call me lazy but the bike runs well right now. Maybe this weekend.
Quote from: AlphaFire X5 on July 19, 2006, 10:42:42 PM
The mid main jet controls the midrange on the '01+ bikes. It's comparable to shimming the needles in the pre-'01 bikes, from what I understand.
But what governs this mid-main jet? How does it kick in and how does it kick off? Or does it? The good thing about carbs is that their inner workings can be understood by visual inspection. Try
that with an EFI black box! Just something to think about next time the carbs are out....
Another thing I notice is that the mid-main type carbs use a much larger main jet. Does this mean that DIY Stage 3 jetting requires an even larger main jet for optimum top-end power than recommended for the earlier model carbs (perhaps +150)? :dunno_white:
Quote from: Gisser on July 19, 2006, 11:42:34 PM
Quote from: AlphaFire X5 on July 19, 2006, 10:42:42 PM
The mid main jet controls the midrange on the '01+ bikes. It's comparable to shimming the needles in the pre-'01 bikes, from what I understand.
But what governs this mid-main jet? How does it kick in and how does it kick off? Or does it? The good thing about carbs is that their inner workings can be understood by visual inspection. Try that with an EFI black box! Just something to think about next time the carbs are out....
Another thing I notice is that the mid-main type carbs use a much larger main jet. Does this mean that DIY Stage 3 jetting requires an even larger main jet for optimum top-end power than recommended for the earlier model carbs (perhaps +150)? :dunno_white:
Not sure how the mid main actually WORKS, per se. I don't think the DIY Stage 3 would require an even larger main jet though, even with a pod filter and full exhaust system. Eh, guess I'll see in a few months when I get a full exhaust from Mak and try to figure out the correct jetting for it.
3c