21 Май 2015 | Author: | Комментарии к записи — 900 MONSTER CARB : BRAD-S EXHAUST RAVE отключены


The second part of my 900 series, I was going to have a bit of a about exhausts. I have a little motivation to act on this I however. This has been due to some other mufflers and the they gave.

First I shall head off on the tangent I had planned. This is mainly I spent some time a wacky graph and as such have to show it to someone.

The below is a very simple of the exhaust requirements of various In this case, a 650 single ( ), a 996 twin (red ), a 950 triple ) and a 998 four ( black ). It assumes so things that attaching any significance to it is unrealistic, but as a picture it can a useful story.

It represents the through the exhaust outlet the 720 degrees of crank rotation make up a full cycle of a … engine. Given the way graph has been created, the of exhaust gas is based on the capacity of the From it we can see a reason why my ARROW TUBE may not work at the top end. The flow through an exhaust is not relevant to the required size of the especially the collector and muffler.

If the average flow for each was calculated using the graph, it be the capacity of the engine over a time scale. The fact is the less the cylinders, the less the flow becomes. The single have lots of flow for half of its 720 degree cycle, very little ( or even in reality ). It will need a system to cope with short term, high condition, much larger the four cylinder bike need at the same engine

Due to the even spacing of the four engine-s firing over the 720 the exhaust flow is much to constant.

Of course, the fact that the cylinder bike will go on to maybe three times as power as the single will that in reality, its collector and size will probably be to that of the single. The four would also probably do with an inappropriate system than the single.

Anyway, all is supposed to show that a twin needs lots of volume to make power. I have seen lots of 2 1 systems over the years for most serious race for larger engines have two mufflers. The TT2 Ducati engines of the 80-s are an exception here, but were all around 600 cc, so may have able to get away with it.

going back to the Ducati NCR used in the 70-s ( of which Hailwoods TT bike was one ), all these used twin pipes. It may be the firing interval, as the BMW-s to be happy with a 2 into 1 I would one day like to build a for a Ducati with unequal headers based on this in firing angle spacing.

There is every chance this could be a backward and that the current, even header pipes are a far better for the real world we ride in. If I the time and money to build a I-m sure there would be a why it wouldn-t work, and it would add its to the ever expanding scrap box of that didn-t work. Not there-s anything wrong that, but the time and money are in too a supply already.

The two following are to show what I am talking in terms of exhaust. The first is the 900 Monster exhaust assembled on a The x-over looks like it is a stamped and welded piece the in pipes and out pipes at 90 degree

This is the same style Ducati use on every current except the 748/916/996, and on past like the 851/888 SP series. they are claiming 117 hp for the ST4S ( 996 ST4 ) it obviously does flow serious power.

The second is the ARROW TWIN TUBE, to a different bike ( a 600 Monster ).

back to the bike in question, I that if I could use both in the ARROW TWIN TUBE for each cylinder, my problem be solved. I sent Doug an email on this subject and his said all the things I should expected him to say, mainly why Doug has had plenty of 2 valve engines make 90 or more wheel hp through standard

He has also seen quite a few big after market spaghetti systems on his dyno that not a bit of difference. He usually warns of this before they over the readies, but some just need to spend, so others can see it. If power is not the aim, it-s not always that

Still don-t like the one doing the selling though.

As you can I-m giving up around 3 — 4 hp at and the power peak. I rode with these mufflers for a of days before going to the ARROW TWIN TUBE The difference, although small, is but this bike is so responsive and hard enough that I really feel I needed it.

I this sounds like I-m soft, but, as Trev every time I comment on one of his ( wacky ) paint schemes, all personal. Correct. My next mod is high comp pistons which should put a big lift the power curve.

My plan to put a x-over in the ARROW TUBE headers may eventuate, as I am quite a bit ahead money after the sale of the STAINTUNEs. It depends on the cost, as stainless is not stuff to get worked on.

BMW R12 Twin Carb
BMW R12 Twin Carb


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