It will take time to get everything right...but R&D is never done over-night.

ve what a great subject.. good thing the motors piston has the ability to produce a "charging effect within itsself". this can duplicate over 100% fill rate.. or the ability of a motor to fill itself over the actual capacity.. the valve has a role in this as does the intake, cam, and piston..


soo how do you get a motor to "suck" harder than it should or "open its big mouth" a lil bigger... hmmmm

and i am curious how do you figure ve with a dyno run and hp/ tq numbers. i have seen caculators at different sites for that but just curious to see..

I believe a quicker revving motor will create a stronger vacuum signature than a slower revving motor testing at a given rpm with all other variables being equal......I am assuming the question is regarding N/A motor setup.


I don't know how to determine VE with hp and tq numbers but the torque curve gives me an indicator. When torque is up, i am efficiently using my displacement. When torque is down, i am not.

I don't know if anybody remembers but the original YZ400F prototype bike that ran in ama was a dual carb setup but for complexity/production costs reasons i am sure it didn't make it into production with 2 carbs. I was hoping it would though.

Yes ,this set up requires alot of machining and hours of finish work ,and has been through alot of changes since I posted pics! Thanks for all the imput! Dyno runs to follow any guesses what it made on the 600? Somewhere between 70 and 80 !HP 52 ftlbs torque!(back to the bat cave) LoL