I have to totally agree. Will be doing the .028/70. I do believe as well that the thunder jet is good. As for the pipe, I really don't care for it. On my last build with the W8 Scott was able to give me 2 sheets, one with the LSR and the other with my old Python III staggered duals really didn't give up much to the LSR. So I just might put them back on, I like the way they hit low even though it takes a little longer to get up to power. Unless some one has a better idea or a better choice. I will say initially Scott suggested a Supertrapp.

Below are the 2 sheets. Same build just different pipes.. What do you guys think?

One other thing I wanted to mention was when we were doing the pulls I was very interested in top speed in 5th gear. The way I had everything figured was that 6th would get me to 169 mph. I think I'm pretty close cause the 5th gear run today did get to 142 mph @6500 rpm... I was very pleased about that. Not that I will ever take it to that level but man I'd bet it would be pretty cool..

 

I tried the jet swap. went down to a 28 on the intermediate and up to a 70 on the main. I don't like how lean it's running on the intermediate, I can see the accelerator pump nicely but then it goes pretty lean up to 2700 rpm. The AFR goes from 14-16. What I like the least is cruising at 2500 it's very lean up to 17.

Even though it might be a little rich at the beginning of the wide open throttle run i think the .0295 would be better for all around driving.

Any suggestions?

 

Aren't those about the same numbers you were getting this time last year and you were missing 3 hp?

I still have not put my bike on a dyno. I have no idea what the numbers are but it does feel good.

 

Yea Prot, I picked up a little on the torque and the hp stayed the same but at 3500 and above it was a little lean.. So a good tune and i should be there.

 

What carburetor are you running? You keep talking about tune, do you mean for the ignition module?

 

I would stay towards the rich side if it was mine. 16-17 afr cruising is lean and the Alabama heat on an air cooled engine is not what I'd shoot for. Plugs are cheap. Pistons aren't.

 

An S&S E. Yea talking about the jetting. With the Wego3 I really only tuned for cruise and heavey acceleration up to 5k. I never really could tune for wide open throttle on the street.

The dip in the beginning of the run, I believe is the characteristics of the LSR pipe. And the only way to get rid of the dip would be get rid of the pipe. I had this issue the last time I had it tuned at Rosa's as well..and even when Scott tuned it up in Munnsville.. He could not tune out the dip either. I believe this pipe is truly for a larger inch motors and high rpm's.

I have a Bassani 2-1 #12121J. I think I'm going to put that on and tune it with the Wego and go from there. I do realize that I'll probably lose on top but honestly how much are we on top.

And yea 92 fatty, i plan on making sure my cruise is where it needs to be...13.6-14.2.

Anyone have ideas or comments about the Bassani?

 

280/70 sounds like a good start on jetting to me. Throw that Bassani on and post your results. Do both the LSR and the Bassani have 1 3/4 head pipes? I'd always heard 1 5/8 was best until you upped the cubic inches. But I know you have great flow with those heads.

 

They are both 1.75" but the Bassani is stepped to 2". It also has more restricting baffle than the LSR. Actually now that i think About it the LSR dip is Very similar to a drag pipe dip but is designed for high rpm and works very well in the mid to upper rpm range. You are correct about pipe size. Back in the day a SBC would work very well with 1 5/8 and the BBC required the1 3/4 depending on head flow, naturally.....

I Will be installing the Bassani again and go from there and eventually Will do a Dyno run again. I won't change anything else.

Time Will tell..

 

What kind of baffles are in the pipe? Maybe a simple install of lollipops or the use of fiberglass wrap could help?

Although harder to get dialed in just right, a Mikuni carburetor could help, especially with the dip. They typically provide a smoother transition between different rpm ranges and better throttle response, the latter of which is hard to demonstrate on paper.