zx14, NOT 14r.
If you have a zx14 muffler, can you please measure the exit diameter and post it up? thanks!
Steve
If you have a zx14 muffler, can you please measure the exit diameter and post it up? thanks!
Steve
I smell smoke, anyone else smell smoke ?Good discussion. Your idea makes me think.
For the sake of more discussion;
,,,, I think that the flow of the 2008 ZX-14 "mufflers" (with internal Cats) are more restrictive, than the straight thru flow of slip on's.
So, (maybe) the 2 restrictor's (that I would install in my 2 slip -on's) could/should be smaller than 1.25"?
As I recall, you specified a restrictor ID of 1.750" in a Delkevic 4 into 1 header system.
That 1.75" restrictor fits inside the single 2" (??) Delkevic Mid Pipe?
Square area of one 1 3/4" restrictor is 2.413".
NOTE: I have 2 ea. 2" mid pipes on my bike/header system and the muffler exits are 2".
Square area of one 1 1/4" restrictor is 1.228". (x2 is 2.456")
C'mon folks. Join in!
,,,,, My head hurts from all this thinkin', and I need some help!
Ride safe, Ted
Lots….I smell smoke, anyone else smell smoke ?
I smell smoke, anyone else smell smoke ?
It was an attempt at humor pointed at Connierider. You know when you think to hard and smoke comes out your earsRemember the COG old days, we barnstormed alot, and some very cool bikes and mods were the result. COG has lost the ability to do this anymore.
Steve
I got it right off, but I lament the old days. The c-10 inspired modification. I talk to many c-14 riders who don't even know how to adjust thier throttle cables. The new bikes are so reliable people don't even know anything about them, so any thought to modify / improve cannot even enter their mind.It was an attempt at humor pointed at Connierider. You know when you think to hard and smoke comes out your ears
I think the ability is still here.
This machine is rock solid - love it…!I got it right off, but I lament the old days. The c-10 inspired modification. I talk to many c-14 riders who don't even know how to adjust thier throttle cables. The new bikes are so reliable people don't even know anything about them, so any thought to modify / improve cannot even enter their mind.
Steve
That's cool but it still doesn't encompass my statements. Ive been in the COG since 2005 , and we hit a "heyday" for modifications just after that. 3 of us built different but very cool powerplants previously unseen in the zg world. Jim Snyder developed THE exhaust system. Another member piloted the zrx and zx7 front end conversions. 5" wide rear wheel mods. 4 piston caliper and large rotor mods. Alot of these mods were adopted by other COG members, and you could watch mods "develop" as we spitballed and barnstormed on some very lengthy and involved threads. On an on . Big changes. I don't consider lighting big changes. I don't consider buying something from a company outside of COG as being COG's contribution to the model. I understand what you're saying, but I have a different set of experiences, and I can tell you, it's not the same now. That said, it's really nice to see what Connierider is doing, and I have a mod everyone with an exhaust can benefit from that so far has been completely ignored. In the old days, 50 people would have tried it by now, and given feedback so far, nobody to my knowledge has. That's what I mean, it's different now.This machine is rock solid - love it…!
I do believe there is a strong world of farkling happening though and we should not discount this innovation. May not be re-engineering a machine but lots of lighting, electric gadgets, exhaust, windscreen, other modifying happening.
Personal example: My experiment with the Healtech Quickshifter - NEVER going back…! If only everyone knew how easy and flawless the shifting is with technology. When we go riding with others, we have our own performance comparisons, most are single on a C-14 or other machines and shocked we 2-up outrun the other machines consistently. A big piece of the performance difference I see is seamless shifting, no upsetting of the machine, no rolling off the throttle ever.. It is not a race but wow the performance head to head on real world through the gears is awesome!
So yes agreed there is not a lot of major re-engineering, possibly the machine has evolved to the point major innovation is simply not warranted / desired on any mass scale. For example - Supercharge or Turbo I may be interested but >99% not interested.
Can the exhaust mod fit the Area P full exhaust? You know what machine I have, you know exhaust I have - I’ll test something, give feedback.That's cool but it still doesn't encompass my statements. Ive been in the COG since 2005 , and we hit a "heyday" for modifications just after that. 3 of us built different but very cool powerplants previously unseen in the zg world. Jim Snyder developed THE exhaust system. Another member piloted the zrx and zx7 front end conversions. 5" wide rear wheel mods. 4 piston caliper and large rotor mods. Alot of these mods were adopted by other COG members, and you could watch mods "develop" as we spitballed and barnstormed on some very lengthy and involved threads. On an on . Big changes. I don't consider lighting big changes. I don't consider buying something from a company outside of COG as being COG's contribution to the model. I understand what you're saying, but I have a different set of experiences, and I can tell you, it's not the same now. That said, it's really nice to see what Connierider is doing, and I have a mod everyone with an exhaust can benefit from that so far has been completely ignored. In the old days, 50 people would have tried it by now, and given feedback so far, nobody to my knowledge has. That's what I mean, it's different now.
Steve
It can be fitted to the area p, and I have area p dimensions already and I think it would work great. The problem is I have found a commercially available reducer with the dimensions needed to fit to the area p system.Can the exhaust mod fit the Area P full exhaust? You know what machine I have, you know exhaust I have - I’ll test something, give feedback.
Will not damage my machine or exhaust AS-IS but if something can be fitted, tested otherwise I am in all the way - Let’s Go!
Ted, from what I gather from your description could this process be completed with a restrictor in the muffler (normally where the baffle would be) to accomplish the restriction needed.Good discussion. Your idea makes me think.
For the sake of more discussion;
,,,, I think that the flow of the 2008 ZX-14 "mufflers" (with internal Cats) are more restrictive, than the straight thru flow of slip on's.
So, (maybe) the 2 restrictor's (that I would install in my 2 slip -on's) could/should be smaller than 1.25"?
As I recall, you specified a restrictor ID of 1.750" in a Delkevic 4 into 1 header system.
That 1.75" restrictor fits inside the single 2" (??) Delkevic Mid Pipe?
Square area of one 1 3/4" restrictor is 2.413".
NOTE: I have 2 ea. 2" mid pipes on my bike/header system and the muffler exits are 2".
Square area of one 1 1/4" restrictor is 1.228". (x2 is 2.456")
C'mon folks. Join in!
,,,,, My head hurts from all this thinkin', and I need some help!
Ride safe, Ted
How do we make a reducer (or reliable flapper) that adjusts with flow? Spring loaded plate? I don’t want to lose any high end but interested in low end if possible to enhance - no complaints from my Full AreaP system of losses.Steve proved that restricting or controlling the airflow into the airbox of a C-10 vastly improved performance. This exhaust principle works on a similar concept. When I built my Contario exhaust I learned from 100 hours of R&D that smaller headlines produced more torgue and a slight gain in horsepower. For years a large number of riders thought the larger the pipe the more power it would make. For wide open drag racing that might work, but the majority of us don't ride 99% of our riding on a drag strip. The torque and horsepower from 2,000 to 7,000 rpm is where most riding is done. A little back pressure in the exhaust system is not a bad thing. This reducer idea does exactly that. Controlling the flow of exhaust gases is the key in this case. I'm anxious to see the results of this experiment. Thankfully we still have a few mad scientists around willing to mess with the monster to make it dance.
I’ll pop the system apart later this week get you dims.It can be fitted to the area p, and I have area p dimensions already and I think it would work great. The problem is I have found a commercially available reducer with the dimensions needed to fit to the area p system.
If you want, measure the midpipe ID where it slips over the last Y of the header. I'll see if you have different #'s and I'll see what I can find.
Steve
The reducers they are discussing would probably need to be machined. As I mentioned to Ted awhile ago I think this could also be accomplished thru a cone shaped baffle. I have modified dozens of Delkevic baffles to allow flow for top end and still give enough restriction to increase bottom end as well. But I could never get any of the C-14 folks to comment on that modification. Many Delkevic owners said the stock baffle killed the power and took them out and threw them in their toolbox. Drilling a 1/2" to 3/4" hole in the front cone of the Delkevic baffle can give the best of both worlds.How do we make a reducer (or reliable flapper) that adjusts with flow? Spring loaded plate? I don’t want to lose any high end but interested in low end if possible to enhance - no complaints from my Full AreaP system of losses.
As eluded I have grown fond of the higher end where tremendous power and engine braking is prevalent. Prior to the quick-shifter I stayed away from higher end shifts, not quite as smooth as I’d like, but now smooth as butter seamless power.The reducers they are discussing would probably need to be machined. As I mentioned to Ted awhile ago I think this could also be accomplished thru a cone shaped baffle. I have modified dozens of Delkevic baffles to allow flow for top end and still give enough restriction to increase bottom end as well. But I could never get any of the C-14 folks to comment on that modification. Many Delkevic owners said the stock baffle killed the power and took them out and threw them in their toolbox. Drilling a 1/2" to 3/4" hole in the front cone of the Delkevic baffle can give the best of both worlds.