Monty campbell x pipe

[gs11ezrydr]

I know back in the 80's some friends and I went to the track with a couple different pipes and a stock GS1100 and tried them out to see which one we thought was the best. One of them was a Maxi-X pipe I think they are still around. But the X pipe seemed to pull real good down low (torque) but would not let the bike rev out kinda just went flat like a rev limiter. I do remember we never used it again. So if you are shooting for that 12k this is defiantly not your pipe.

[TxGSrider]

I know back in the 80's some friends and I went to the track with a couple different pipes and a stock GS1100 and tried them out to see which one we thought was the best. One of them was a Maxi-X pipe I think they are still around. But the X pipe seemed to pull real good down low (torque) but would not let the bike rev out kinda just went flat like a rev limiter. I do remember we never used it again. So if you are shooting for that 12k this is defiantly not your pipe.

Do you remember if you rejetted for any of them? I'm just curious. After messing with the carbs on my bike with the wideband o2, Ive come to see that the jetting for the 4-1 Yoshi pipe I was running is allot different than the 4-2-1 Yoshi pipe Im running now. I can only speculate that the "X" pipe could require rejetting to get it to run at its best. Don't get me wrong, it may be a real piece of crap or it may be great, Im just saying it may not have needing some fine tuning.

[salty_monk]

Posplayr saw the same thing on his (wideband 02 monitored) 1160? when switching between 4:1 & 4:2:1

[OldVet66]

I have had very good luck with the 4-1 in my signature. It really puts the Vance & Hines system I replaced to shame. Built power over the entire power band. My bike is mostly stock, perhaps the difference is because I can hear what is going on with this system when tuning. No popping when downshifting and a nice kick in the ass at or near 6,500 RPM.

[TxGSrider]

Posplayr saw the same thing on his (wideband 02 monitored) 1160? when switching between 4:1 & 4:2:1

I've got his old exhaust and I'm noticing the same thing. So far it takes a little higher setting (lower clip position) on the needle and allot less on the main jet than my old 4-1 Yoshi.

[mmattockx]

Posplayr saw the same thing on his (wideband 02 monitored) 1160? when switching between 4:1 & 4:2:1

I've got his old exhaust and I'm noticing the same thing. So far it takes a little higher setting (lower clip position) on the needle and allot less on the main jet than my old 4-1 Yoshi.

That is no surprise, as the 4-1 will give you the strongest tuning pulse and highest torque peak of all the exhaust arrangements. That means it is going to need more fuel.


Mark

[posplayr]

Posplayr saw the same thing on his (wideband 02 monitored) 1160? when switching between 4:1 & 4:2:1

He has my pipe

1166 cc Weisco

http://www.thegsresources.com/_forum/showthread.php?164565-AFR-Info&highlight=AFR+Info

Basically you can reduce the richness up top but increase at mid range 4-6K

[TxGSrider]

He has my pipe

1166 cc Weisco

http://www.thegsresources.com/_forum/showthread.php?164565-AFR-Info&highlight=AFR+Info

Basically you can reduce the richness up top but increase at mid range 4-6K

Hey Posplayr, I know that header is from an 89-91 Gsxr1100 but what is the muffler from? It sounds good but it has a 1.40" ID baffle inside... and that's pretty small for a performance can (and may be why it needs such a small main jet). Just curious.

[posplayr]

Hey Posplayr, I know that header is from an 89-91 Gsxr1100 but what is the muffler from? It sounds good but it has a 1.40" ID baffle inside... and that's pretty small for a performance can (and may be why it needs such a small main jet). Just curious.

I sold the big yoshi can (RS3??) it came with to incorporate the more vintage can. It was a monster like this and would require a strap to hand down from the shock mount.

http://www.ebay.com/itm/YOSHIMURA-RS-3-Street-Bolt-On-Exhaust-Aluminum-2000-2005-Kawasaki-ZX-12R-Ninja-/281965247291?hash=item41a6703b3b:g:Fv8AAOSwYlJW5eKv&vxp=mtr

I think that can was off of a Honda 550; it was an NOS item off ebay. I would not doubt that you could pull more horsepower at 10K RPM with a more open can, but given how my 1166 ran for the street I see how issues. It is not like it is quite at all and Bill used to say it sounded like a rocket engine when it revved. Distinctly different sound.

Remember the whole point of the 4:2:1 is to improve mid range at some expense to top end in comparison to the 4:1. If there is a loss of power it is not noticeable. You can ask Chef1366 how he though my bike ran? I'm 210lbs and it did easy roll-on wheelies in 2nd.

The lower main is a combination of the 4:2:1 but also attributed to the porting of the head with about a 20% increase in the flow rate. Ask rapid ray of Blower why that works that way.


The clearest indication of a lack of power (NOT) is that with 6 heavy duty Barrat springs in the clutch, it would still slip slightly at 9K RPM. You can see the break away between RPM and Speed starting at about 8500 and locking back in at 9500. If there is more power to be had, teh clutch cant handle it and needs a slipper.

1FINAL_TUNE_135_2Notch_.jpg

[TxGSrider]

I sold the big yoshi can (RS3??) it came with to incorporate the more vintage can. It was a monster like this and would require a strap to hand down from the shock mount.

http://www.ebay.com/itm/YOSHIMURA-RS-3-Street-Bolt-On-Exhaust-Aluminum-2000-2005-Kawasaki-ZX-12R-Ninja-/281965247291?hash=item41a6703b3b:g:Fv8AAOSwYlJW5eKv&vxp=mtr

I think that can was off of a Honda 550; it was an NOS item off ebay. I would not doubt that you could pull more horsepower at 10K RPM with a more open can, but given how my 1166 ran for the street I see how issues. It is not like it is quite at all and Bill used to say it sounded like a rocket engine when it revved. Distinctly different sound.

Remember the whole point of the 4:2:1 is to improve mid range at some expense to top end in comparison to the 4:1. If there is a loss of power it is not noticeable. You can ask Chef1366 how he though my bike ran? I'm 210lbs and it did easy roll-on wheelies in 2nd.

The lower main is a combination of the 4:2:1 but also attributed to the porting of the head with about a 20% increase in the flow rate. Ask rapid ray of Blower why that works that way.


The clearest indication of a lack of power (NOT) is that with 6 heavy duty Barrat springs in the clutch, it would still slip slightly at 9K RPM. You can see the break away between RPM and Speed starting at about 8500 and locking back in at 9500. If there is more power to be had, teh clutch cant handle it and needs a slipper.

[ATTACH=CONFIG]47475[/ATTACH]

That's good information thank you. Even before I swapped on the slingshot carbs and was running the stock carbs (also with the stage 3 Dynojet kit) it pulled better from about 5k up (on my butt dyno) with your 4-2-1 than with my old megaphone 4-1 Yoshi. Now with the bigger carbs and still running rich it pulls ALLOT better than it did. I was just curious about the can. I just noticed most of the performance cans seem to have 2" or larger cores (I have a Supertrapp IDS universal that I measured at 2" core, a CT Racing system on my 525cc atv has a 2" core and my Yoshi megaphone looks to have a 1-5/8"). So I was just speculating that the can core diameter might have something to do with the small mains in addition to the 4-2-1 just being known for the strong midrange with a little loss (sometimes) on the top end.

Also, so it doesn't look like we're thread hijacking... this is why I mentioned the possible jetting changes needed when changing pipes to the "X-Pipe" from the 4-1's. Its possible they could use a weird jetting too to perform better.

[posplayr]

That's good information thank you. Even before I swapped on the slingshot carbs and was running the stock carbs (also with the stage 3 Dynojet kit) it pulled better from about 5k up (on my butt dyno) with your 4-2-1 than with my old megaphone 4-1 Yoshi. Now with the bigger carbs and still running rich it pulls ALLOT better than it did. I was just curious about the can. I just noticed most of the performance cans seem to have 2" or larger cores (I have a Supertrapp IDS universal that I measured at 2" core, a CT Racing system on my 525cc atv has a 2" core and my Yoshi megaphone looks to have a 1-5/8"). So I was just speculating that the can core diameter might have something to do with the small mains in addition to the 4-2-1 just being known for the strong midrange with a little loss (sometimes) on the top end.

Also, so it doesn't look like we're thread hijacking... this is why I mentioned the possible jetting changes needed when changing pipes to the "X-Pipe" from the 4-1's. Its possible they could use a weird jetting too to perform better.

For the street I think it works very well as I believe you are finding out. If it had been problematic I would have inserted a different baffle into the can. Until I got mine dialed in on a steep (1 mile long 6% grade) with the O2 sensor and could see the AFR rise beyond reline it was not as good as the final configuration.

[gs11ezrydr]

Do you remember if you rejetted for any of them? I'm just curious. After messing with the carbs on my bike with the wideband o2, Ive come to see that the jetting for the 4-1 Yoshi pipe I was running is allot different than the 4-2-1 Yoshi pipe Im running now. I can only speculate that the "X" pipe could require rejetting to get it to run at its best. Don't get me wrong, it may be a real piece of crap or it may be great, Im just saying it may not have needing some fine tuning.

And the I Believe back then we took a pocket full of jets and we changed jet at least 2 times per pipe as to give them a fair advantage.And the X pipe always seemed to act the same richer or leaner. Needle clip positions whatever. All pipes were jetted and tried with and without baffles.Seems like we got more out of the V+H megaphone probably because we had more jetting experience with it. Also we had no O2 sensors back then also.Seat of the pants the and scoreboard. We did have a tell tale tach. High tech for time back then. lol. V&H were just coming out with jet kits at the time so the needle configurations may have helped us back then along with drilling the slide ;lift holes. And we only had two baffles for the megaphone a stock one and a race one.. I do know we tried a set of 33 smooth bores at the end and it woke them all up But as far as 34CV carbs that is what we mainly tested the most. Stock carbs on that bike at the time, Mainly for pipe recommendations and jetting suggestions were for our customers.We sold as many as 3-7 GS1100's daily for a while back then in 80's in Chicago. Then out came the 1150's and the 36 CV's Still didn't rev as high or as quick as the 1100"s though but gobs more torque. But that's another story in itself.

[GS1150Pilot]

Why would you want to chrome-plate an engine?

[gs11ezrydr]

Why would you want to chrome-plate an engine?

Chrome looks cool, But that's where that ends unless you have a show bike., Chrome holds heat and doesn't dissipate it very quickly either. But each there own.