Honda obviously found out how to make these things work just as I did.
As short a connecting tube as you can get, diameter about 1/2 the header,ATAC vol about the same as the cylinder swept vol.
We had about 1/3 of the throttle plate hanging down in the header when it was open, in line with the flow direction.
By experiment you find the point where the resonating volume starts to kill power, and then go back a couple of hundred rpm, and snap it shut with a rpm driven solenoid.
Easy with the Ignitech programmable output.
There is NO advantage to ramping the closing point ie interconnecting it with the PowerValve is nowhere near as effective as a single point solenoid action.
Spencers Honda 500 Tripple had two of them on the outer pipes, and it was completely unrideable without them.
You could get even better useable band width by having a double volume system, where another plate valve opened and shut the entrance to a second bottle vol.
The two being open initially, then the second vol being shut off, creating a much smaller vol that was then shut of at a higher rpm.
But hey the simple thing works a treat on engines with no option for a PV.
Re the carb angle.You will find that if you go up at too high an angle that the pilot circuit will spew fuel into the carb under brakes, as the level rises in the front of the bowl.
Only way to fix this is to drop the fuel level, but then you risk having a too low level around the mian jet well.
This can be helped by making a main jet extension spacer and fitting a deep nut on the bowl.
Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.
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