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Post by murvel on Jul 2, 2012 12:10:05 GMT
Sooo haven't had the opportunity to ride that much last few weeks since my Chevy pickup truck has taken all my time (and money) but today the bike got some fresh air. I can sincerely recommend the modifications that I just did. Wirth progressive springs in the fork combined with Metzeler Roadtec Z8 Interact. WOW! Had it out for a spin with the new springs real quick and it was quite nice but combined with the new rubber....the bike is rock solid on the road now. 200 kph is totally free of drama and keeping the bike laid down deep so the footrests scrapes the tarmac really puts a smile to the face! Best cash spent so far on the bike!
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Post by Deleted on Jul 2, 2012 12:15:43 GMT
125 mph, are all your roads downhill ?
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Post by murvel on Jul 2, 2012 12:23:46 GMT
Naa that was on a strech of the E4 I've managed to get it to 210 kph (130 mph) but what really puts an end to the lunacy is the gearbox. The engine could easily get well past that with a 6'th gear. Especially now with the 4-1 exhaust. It's alot more lively on high revs. Not only for higher top speed but lowering the rev in legal speeds while on long cruises would be nice as well
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Post by Deleted on Jul 2, 2012 12:29:20 GMT
You have a D9. I found at 120-130 the brakes are less than adequate. Only reached these speeds in Germany of course.
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Post by murvel on Jul 2, 2012 12:49:45 GMT
Correct Gonna get the carbs rejetted as well for a bit more omph as well. Together with a KN filter. Been searching eBay for upgrades. Next project after a rear hugger (the bike looks kinda...thin..somehow...on the left side with the 4-1 exhaust so a hugger might fill the void a bit as well as protecting the swing from debris) is fitted will be new brakes. Blue spots
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Post by CD on Jul 2, 2012 19:28:32 GMT
Dont try pod filters they will mess up the carburation. A K&N in the standard airbox may not make a measurable difference, but they are cleanable.
Ive got Beowulf cans on mine with 50mm DB killers and Delkevic pipes and collector. Without the DB killers it just kept on going. Previously it would settle at 85 indicated so was probably just within the 70 + 10% rule (sort of). But after I had to watch the speed as it was flying and just kept on going.
The DB killers took the edge off but the neighbours would have pretty soon knobbled the bike. It was LOUD!
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Post by murvel on Jul 31, 2012 6:31:56 GMT
Well... Loud pipes saves lives eh? The Viper slipon that came with the 4-1 exhaust from Sandys isn't that loud even with the db-killer removed. I might replace it with a carbonfiber one instead soon though. Very little clearence to the rearaxle this one. Diameter of 114 mm and the one made out of carbonfiber that I found was only 89 mm. So I recon there will be more clearence AND more sound
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Post by christhedivvy on Jul 31, 2012 18:18:22 GMT
K&N -LOUD cans - rejetted mine me self and it's alot happier when giving it some beans!!!! Made a world of difference and well worth the trouble. Knocks a few miles off per tank but who cares!!
LOUD PIPES SAVES LIVES!!!
POD filters won't fit the D9 anyway cuz of how the engine Is rotated forward and as any bike as long as you rejet the carbs and set it up properly there is no problem in using pod filters.
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Post by marshallman72 on Jul 31, 2012 22:29:34 GMT
CD is right, pod filters won't work. I'll try to keep it simple, here's why. Firstly,With any normally aspirated engine we are relying on the laws of physics to get fuel into our engines. That means in order to get the most mixture possible into the cylinder for combustion, we need the air pressure just behind the carbs to be as high as possible so that when the inlet valve opens the air moves quickly into the cylinder which is at a lower air pressure. Now imagine a bike moving along through the air. As the speed of the bike rises the air pressure just behind the carbs falls as the speed rises. Therefore the faster the bike goes the more the air pressure behind the carbs drops, even though as the demand for power rises, we need more air not less. With a large airbox behind the carbs you get a resovoir of still air at atmospheric pressure regardless of the speed the bike is moving at. Secondly a large airbox can house an airfilter with a large surface area to flow large amounts of air through. Also, think about it. Although it happens at very high speeds, with a 4 cylinder engine, at any 1 moment in time, only 1 cylinder is drawing a charge so 1 cylinder sees the surface area of that filter. So long as the inlet to the airbox allows enough air in to what is going out through the engine its a win win situation. Pod filters are smaller so surley cannot flow as much air, so the engine won't breath as good. Thirdly, does anyone remember the Kawasaki ZZR? Kawasaki exloited airbox design to boost air pressure in the airbox as bike speed rose. Sort of free turbocharging as it were. Pod filters are crap.
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Post by marshallman72 on Jul 31, 2012 22:32:35 GMT
What I'm trying to say is that pod filters are NOT a good idea!
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Post by CD on Aug 4, 2012 20:24:29 GMT
On top of what marshallman72 says, the Diversion 900 has velocity stacks on the carb inlets inside the airbox. These create a harmonic effect on the gas flow so flow increases at higher revs. Pod filters lose this advantage. Also the carb inlet was designed for a straight airflow created by the same inlet stacks. Pods mess this up so the carbs can never be properly set up.
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