KTM used that idea Rob, but even less complicated, in their 250 GP engine
They recognized that the only real downfall of the carb was max revs with no throttle, so an injector was used to supply fuel during only this scenario.
Carbs going rich over the top is easily fixed with even a simple rpm switched power jet, PWM is way better of course,and this was used to control fueling at
points in the range where the carb was not so good by Aprilia.
Makes me wonder if EFI is actually worth the effort,expense, complication,when PWM control of a vacuum operated auxiliary fuel jet can easily be made to work perfectly.
A kit Honda's make close to 50 RWHp as you can see from the graph I posted, so this is only down a little from the mid 50s seen at the sprocket by Aprilia.
All kart testing is done at the sprocket as well, but remember those are restricted to a 30mm carb and a poxy straight line PVL ignition.
RS125 customer engines can quite easily go 48.8 Hp at the sprocket, as we used to use in 125 National racing in karts.
So this equates to around mid 40s at the rear wheel.
With the technology we have now I would opine that getting close to that 48 number at the rear wheel would be easy enough with a pipe,head and ignition change.
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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