DragBikeMike
Serious Thumper
Offline
SuzukiSavage.com Rocks!
Posts: 4216
Honolulu
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This is the second in a series of reports intended to document the results of progressive modifications to the LS650 engine. Part 1 outlined the project, set the rules, and established the baseline performance values for a box-stock LS650. Part 2 examines the airbox, air filter, and stock carburetor jetting. The carburetor jetting is included because almost any significant alteration to the airbox requires a jetting adjustment.
An internal combustion engine needs air to produce power. Most modifications intended to increase the power output of an engine are intended to get more air into and out of the cylinder. High performance air filters, larger carburetors, velocity stacks, high performance camshafts, ported cylinder heads, headers, and free-flowing exhaust systems are all focused on moving air and combustion products through the engine. Superchargers and turbo chargers have one function, cram more air into the cylinder. Larger displacement engines generally make more power. A bigger engine can induct more air on each intake stroke. Hmmmm! More displacement = more air.
It’s all about the air. Additional air permits the introduction of additional fuel. It’s an unbeatable combination. If you can get more air into a cylinder, then you can add more fuel. Seems to me the logical place to look for more air is where it first enters the powerplant, the airbox.
What I am about to describe worked good for me. If you decide to try this stuff on your own, you assume responsibility for the outcome. If you don’t have the skills, don’t do it. If you don’t understand something, STOP and get help. Get a manual. Read up. Comply with ALL the safety requirements outlined in the manual. Make sure you know what you are doing before attempting any of this stuff.
Let’s get started.
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