Maybe an exhaust like the 1000 for the 900 guys with big builds would be good? You would think there is something to be gained over your standard 900 exhaust on say a 1000 cc plus build.
Maybe an exhaust like the 1000 for the 900 guys with big builds would be good? You would think there is something to be gained over your standard 900 exhaust on say a 1000 cc plus build.
That is the exhaust only. Some many people have so many different preferences about fuel controllers, so we give them the choice of ours or someone else's. We will have a package together shortly which will offer all our "bolt-on" products in a kit.
Maybe an exhaust like the 1000 for the 900 guys with big builds would be good? You would think there is something to be gained over your standard 900 exhaust on say a 1000 cc plus build.
Maybe an exhaust like the 1000 for the 900 guys with big builds would be good? You would think there is something to be gained over your standard 900 exhaust on say a 1000 cc plus build.
I understand what you're saying. Let me restate my answer in more detail. There are several reasons related to flow dynamics that dictate what I given engine or situation will call for. I will agree that something 1,100cc could benefit from revised head pipe. Depending on the situation, meaning porting design, valve diameters, and cam profile which all play a roll in the scavenging rate and reversion rate. Also, pipe diameter and tune length can result in big gains in places in the rpm range which are not useful or unrealistic rpm ranges and may not make monumental changes in peak power (sweat spot on the power curve). At extreme engine sizes like 1,100cc, it really turns into a build specific situation. I will say, at least the way we build engines, we have used that pipe on 1,050cc bore only and 1,110cc big bore strokers and the both run very well with that pipe with no notable change with a head pipe revision. I hope this gives a better explanation.
I understand what you're saying. Let me restate my answer in more detail. There are several reasons related to flow dynamics that dictate what I given engine or situation will call for. I will agree that something 1,100cc could benefit from revised head pipe. Depending on the situation, meaning porting design, valve diameters, and cam profile which all play a roll in the scavenging rate and reversion rate. Also, pipe diameter and tune length can result in big gains in places in the rpm range which are not useful or unrealistic rpm ranges and may not make monumental changes in peak power (sweat spot on the power curve). At extreme engine sizes like 1,100cc, it really turns into a build specific situation. I will say, at least the way we build engines, we have used that pipe on 1,050cc bore only and 1,110cc big bore strokers and the both run very well with that pipe with no notable change with a head pipe revision. I hope this gives a better explanation.
Thanks for breaking it down for me. I would be all over an exhaust setup like the 1000 for my 1100 cc 900 but it seems i just might have to settle for your 900 exhaust. I will be running your cams with this setup. I have everything for the motor except the cams. Should be ordering soon.
I understand what you're saying. Let me restate my answer in more detail. There are several reasons related to flow dynamics that dictate what I given engine or situation will call for. I will agree that something 1,100cc could benefit from revised head pipe. Depending on the situation, meaning porting design, valve diameters, and cam profile which all play a roll in the scavenging rate and reversion rate. Also, pipe diameter and tune length can result in big gains in places in the rpm range which are not useful or unrealistic rpm ranges and may not make monumental changes in peak power (sweat spot on the power curve). At extreme engine sizes like 1,100cc, it really turns into a build specific situation. I will say, at least the way we build engines, we have used that pipe on 1,050cc bore only and 1,110cc big bore strokers and the both run very well with that pipe with no notable change with a head pipe revision. I hope this gives a better explanation.
Thanks for breaking it down for me. I would be all over an exhaust setup like the 1000 for my 1100 cc 900 but it seems i just might have to settle for your 900 exhaust. I will be running your cams with this setup. I have everything for the motor except the cams. Should be ordering soon.
I understand what you're saying. Let me restate my answer in more detail. There are several reasons related to flow dynamics that dictate what I given engine or situation will call for. I will agree that something 1,100cc could benefit from revised head pipe. Depending on the situation, meaning porting design, valve diameters, and cam profile which all play a roll in the scavenging rate and reversion rate. Also, pipe diameter and tune length can result in big gains in places in the rpm range which are not useful or unrealistic rpm ranges and may not make monumental changes in peak power (sweat spot on the power curve). At extreme engine sizes like 1,100cc, it really turns into a build specific situation. I will say, at least the way we build engines, we have used that pipe on 1,050cc bore only and 1,110cc big bore strokers and the both run very well with that pipe with no notable change with a head pipe revision. I hope this gives a better explanation.
Thanks for breaking it down for me. I would be all over an exhaust setup like the 1000 for my 1100 cc 900 but it seems i just might have to settle for your 900 exhaust. I will be running your cams with this setup. I have everything for the motor except the cams. Should be ordering soon.
I am wanting to purchase a slip-on exhaust on a stock XP1000 without having to re-clutch or tune...which is a better set-up between Sparks Racing slip-on vs. Alba slip-on?
I am wanting to purchase a slip-on exhaust on a stock XP1000 without having to re-clutch or tune...which is a better set-up between Sparks Racing slip-on vs. Alba slip-on?
You are not "required" to tune or install a clutch kit with our slip-on, but a couple things to note are you will limit the benefits of the slip-on by not installing a tuner, this is from an ignition and fuel stand-point. Also, the clutching on the stock XP1K leaves a ton of room for improvement, so I would suggest not taking the that option off the table from a performance perspective.
Ordered my stage 2 kit today Brandon. Travis was helping me and was great. He wasn't sure about the forum discount and was going to ask you about that. Awesome customer service can't wait till I get this installed! ! Thanks again.
Ordered my stage 2 kit today Brandon. Travis was helping me and was great. He wasn't sure about the forum discount and was going to ask you about that. Awesome customer service can't wait till I get this installed! ! Thanks again.