Areomyst wrote:Thanks for the reply Bram! Actually, yes, I believe that would be quicker since many of the engines I have been working on use very similar torque drivers. I assume you'd keep the rollers installed, which would help the takeoff power on the dyno.
How does Koopman's Tuning block the CVT? I tried looking them up, but the site seemed to be gone.
Here is a 4-stroke SYM that I am in the process of doing now. I still have to go in and edit the engine (bore/stroke) in the software for the new cylinder. Power is kind of low, but it's a strong improvement over stock - more power and more torque at lower RPM. I hope this will be a good reliable street setup.
TSG Tuning Dyno Graph -works best in Internet Exploder. My customer and I are thinking of using the Ecotrons fuel injection kit on this engine if it does well. We'll set it up in the winter time when it's okay for me to have the bike in the shop for a long time, since I will be learning a lot (I don't do much FI). We hope that FI will give us at least similar performance, while maintaining good fuel mileage. That's putting the cart before the horse though.
Yea, rollers would be in place.
The tuning company Koopmans doesn't exist anymore. I think 5 year ago he sold everything and started working for Stage6. Freddy Koopmans is the man behind all the high end Stage6 stuff
With measuring on the dyno it is about being consistent in your method. I agree with High-gain that a fixed gear set is better, because you eliminate slip, but using a 5mm ring instead of a contra spring in combination with clutch that engages early might work just as well.