sounds good. I wouldn't worry about the numbers - some dynos are notoriously optimistic anyway. Do you know what type of dyno was used? and did you have a pre-mod reading on the same dyno - that might be the most valid comparison? Once you spend some time on it I'm sure you'll notice the difference more.

 

Was it a dyno-jet dyno?

 

Dynojet dyno, last reading was 102.2 hp and 65.5 ft-lbs.

 

10% is really a pretty good increase. As some others have suggested a full exhaust makes another sustantial increase coupled with these mods. I went from about 113-4 on a dynojet to about the same on the loading-type dyno, which I'm told typically reads 5-6% lower than the dynojet style (I have no idea if that is true)- that would suggest a real increase, and it certainly felt that way. But, I'll have to take it back to dynojet once the busy season slows down to get a genuine comparison final number after exhaust/jetting. curiousity, killing cats etc

 

Details, I want details - all of them!!!

 

It is very hard to increase an engine power without reving faster, these numbers are good for what's done, speciallt with an advanced cam, wich holds the powerband down, the change in mainly due to compression increasing the Volumetric Efficiency of the engine.
Big gains can only be done either by increasing displacement or displace the powerband further up, witch would require a custom crankshaft, Ti rods, ultralight piston, rebalance.
One comment tough, performance shops increase port volume by default, but without an increase in airflow (diplacement or RPM) the porting job actually slows down port velocity at peak efficiency, the flow needs to choke some to swing the air in to it keeps rushing in while the piston is at BDC even past it. If the ports are too big, the slower flow will not fill the cylinder right and will flow backward some...this is made worst by a big cam.
Rule : Cams and ports begs for higher redline.
My .02

 

Well, I just picked her up again after dropping it back at the dealer's to have everything checked over. It was making a ticking noise and I was a bit concerned about it. He re-checked everything (including the valve clearances) and told me it was simply the sound of the more aggressive cams.

I got a bit of saddle time in and am quite happy with everything. Of course given the v-twin's power delivery, it is a bit trickier to notice an improvement from the seat of the pants but I took my gf for a ride and she said she flet a difference. What I really like is that the bottom end and engine smoothness have stayed the same. Now, however, it responds to throttle noticeably more quickly and pulls harder from 5K on up. It also has a snappier exhaust sound too (love the Microns!).

I have been thinking about the dyno numbers and came to the conclusion I shouldn't dwell on them too much. By simply replacing the two long intake runners with two short ones I could inflate the top-end figures by another 2-3 hp which would get me to where I was hoping anyhow. As it stands, it is just as strong in the bottom (which is remarkable in itself as you seldom gain at the top without losing in the bottom) but pulls better and more quickly everywhere else. yes, life is good......

cheers

 

Kiyo is a great guy to work with between the jet kit and that "other" special part I sold you it should be a good spring for you next year....... but now you need to edit your sig.
Cheers,
Mike