Check out the difference at 9500 rpm; the stocker made 28 horsepower while the Motoworks slip-on made 31. How about new suspension settings and steering geometry? Tires are good, super low mileage. To be honest, we made a number of runs with progressively richer jets. Ceramic coating available to help reduce heat and obtain a stealth black look on the head and mid pipes. Just as we found when we installed a slip-on pipe with no other mods, the change in the rev limiter would require other changes to make sense. Studies have shown that even top pro riders have the throttle maxed out less than 5 percent of the time.
It was still making 35 horsepower when the motor stopped revving. This is a multi-step, stainless steel exhaust system that includes a head pipe, mid pipe, and an exhaust canister. How much peak power did we gain? Each series Slip On exhaust picks up 10-15% more horse power and torque throughout the power curve. The peak was an impressive 39. Recommended for riders 16 years of age and older. We installed a slip-on pipe. We are located in Lewisville Texas 1780A N.
This changes the rev limiter and allows more rpm on top. We were looking for cheap, lost power and we found it. Complete with our Moflow headpipe, Pro-Tec Mach 1 exhaust systems are available in full competition or U. The exhaust is just one piece in a larger puzzle that includes air, fuel and volumetric efficiency. How about two versions; kick start or electric start? We gained almost three more horsepower at that 9500 rpm reference point.
Mach 1 exhaust systems by Pro-Tec are available with the optional A. The dyno only tests the main jet of a carbureted motor, whereas the rider experiences the slow jet, the needle and all the other circuits that affect performance. We felt fairly certain we had gotten the most from our exhaust system, but now the barrier was elsewhere. You would have to change the needle as well as the slow-speed jet, and maybe even the leak jet. But it should be noted that all of our results would still be valid for fuel-injected quads, only the methodology would be different. With no other changes, the peak horsepower skyrocketed at this point. At a higher state of tune, the increased rpm would be much more beneficial.
We used the testing lab at Motoworks to conduct our Honda experiments. This is the best system where noise is not a concern and you need flexibility in your exhaust setup. Removing the airbox lid allows more air to the filter, but the engine will want more fuel to compensate. Power up kit which includes a racing cam, larger exhaust, chip to run 1,000 rpm faster. The most common illustration of this comes with the installation of an aftermarket exhaust pipe. Common sense tells us that a stock quad is somewhat bottled up.
Could that roadblock be removed? Adjustments are simply made by spinning the inner plate to the desired position and resetting the lock bolts. For our final run, we cut the wire and expected to see another big horsepower increase. The Pro-Tec Adjustable Noise Suppressor is quickly adjusted to reduce decibels in environmentally sensitive areas. It's the loudest Dasa option and and now comes with a billet mounting adapter. Dyno results show great improvements in torque and peak horsepower while our track test proved it with faster lap times.
Our new max power reading was 38. We chose the Honda because it still uses an old-fashioned carburetor with jets. The tires have around 80 percent read left on them. The max went up to 38. Anyone can throw money at a quad, and, occasionally, the results might be favorable. The stock exhaust was designed as a single unit.
Has a full sparks exhaust system which sounds great and adds nice power. The Classic version is louder at 102db but a spark arrestor and optional quiet core can be added to this version to get the sound down to around 98db. Routine maintenance along with diagnosing problems with the latest fuel injection machines is not a problem. The electronic rev limiter might not have been a factor with the stock pipe, but the motor clearly has more to offer at high rpm. If you want reliable, timely service without breaking the bank give us a call at 972-420-0750 or visit us on the web at 3dpowersports. But, in most cases, those kinds of gains are modest compared to the results that are possible with a little effort and a lot of testing.
To the credit of this particular system, power was gained everywhere else. So, the inevitable search for power leads us first to the exhaust department. But the only one worthy of display here is the final one. Colors may add additional production time. Call me at 972-420-0750 or 817-602-2233 with any questions.
The Motoworks lab has access to an oxygen sensor, and that sent us to a 168 main jet. The easiest way to let the Honda breathe is to remove the airbox lid. We got away with only changing the main jet on the dyno. Revs become a more effective means of increasing horsepower when all the low-hanging fruit has been picked. In fact, the peak number declined to 35.