rocketboy

i agree...most of the previously ported ones i get are done by past owners of the bikes and they just dance a dremel around the intakes and call it a drag port lol and then theres the ones that get fancy and start to modify the exhaust and realize they have no clue wtf theyre doing and stop and send to me to try to fix,sometimes you wil l do alot more harm than good if yo u dont have a soild background on what does what and how to go about changeing it . even some top name re-ports ive done looked awful when i saw them and maybe only had 4 hours of porting work time in them.

id go with what Jim says ,although the pilots seems rather big to me ,but Jim would know what his engines like ,try it ...if yo uhave any problems just call him and hell walk you through it im sure.

sorry to hear that bro ...what a shame to ruin a sweet wiseco crank. i highly doubt there was any flaw as they are built pretty tough,.... I hope no one else gets shade tree tinkeritis and starts running extensions through their rods and beating on sensitive parts ,this is not the proper way to do this despite reds best intentions even though he invented the duneable override ,the internet and the laser disc . sometimes reading a manual is the best route as in this case .I think this thread should definitly be edited and while hes at it.. theres a few added unneccasary steps too that are a waste as well . :beer:

Ive heard of people being disappointed with white knuckle before ,I would call Redline ,cam is a really nice guy and one of the top builders . :beer:

they are big bananna tanks ,what good is 65hp when it weighs in over 600+punds ..thats way to fuckin heavy IMO.IM sure you could dump many thousands of dollars in them and have a pretty quick fourstroke but yo u still have an heavy ugly tank. might as wel linvest it in a yamaha ,second place is first loser

I totally agree :beer:

it sure wouldnt make any sense for a modern production machine ,but if you had an old tractor or implement yo u were trying to restore and they stopped making the pistons back i n the 40's youd probably have to pay someone hundreds of dollars to get one custom made at a shop so it (book)definitly has a use if you had a lathe and or a mill with a machining background . :beer:

a ported dialed -in banshee shouldnt have too much trouble taking down any of the new 450's :beer:good jetting and getting traction is the key

judging by your mod list you have alot more than 2 grand in your bike and for 2 grand of mods in a 4 poke 450cc they arent making anywhere near 100 true rear wheel hp like a 421 cheetah cub 4 mill makes or even near 80 like alot of oem 4mills make .... and if you are your are its not doing so reliabily. if theres ported 4mills losing then its because their bike isnt setup right or the rider is a dipshit.

how much were they chromed ? :beer:

so your gonna live on bread and water lol whats thay bike have to do with a lt500? ...you called it shezilla?

if i lived in New york city id probably go piss i n the womans restroom anyways ,less chance of being stabbed to death for my nikes

that would be good info...also Im curious to know what the old and new jetting was on banshee x cub setup ? :beer:

thta sounds nice on paper but in the real world, a 700cc raptor with 40 pounds of torque doesnt have an ice cubes chance in hell chance against a ported 350 with the same amount of torque

i agree to some extent but theres alot more factors to accleration and winning races than torque of a given engine .4 pokes make excellent lowend torque with a much wider usable curve over your typical banshee engine (rz has powervalves to help it in that dept) but it makes up for it by design of a parallel twin that reaches high rpm very quickly and its ability to generate pure power strokes unlike a 4 stroke having to wait for 4 revoultions .I totally see your point on the feeling we get when it comes on the pipe and pull is the torque but the egines speed at which it reaches its powerband at a given rpm is just as critcial . this is why a banshee does so well at drag racing regardless of the fact it makes poor lowend torque and performance ,loo kat a harley davison tons of torque but slower than snails because its lacks the ability to rev and reach high rpms ....you forgot to add in the roost factor lol....good informative post BTW

he must have a real shitty port job... and his advise is as poor as it gets IMO, the lighter flywheel works great even for trails ,who doesnt want a snappier powerband with better response ?,yo uwil lactually increase torque by reducing the rotating mass load agaisnt your crank but power will be more abrupt .dont know about you guys but when im at the base of a huge steep hill I want to get right into the meat of my powerband as soon as possible so i can pull up it without bogging .it is very rare for a flywheel to come apart if its cut right .ive only seen one do it (ive probably cut over 60 banshee flywheels)and it was only because of a OEM casting flaw in the wheel .Also Klotz techanplate is NOT klotz benol ,the technaplate is composed of 80% synthetic and 20% castor oil and it is one of the best oils on the market I have ever seen or used . stock heads and coolheads run virtually the same tempature once theyre up to operting temps ,the interchangable domes make them nice ,it is only the bigger radiator that will effectivly cool the engine better.genrally as long as your under 160lbs of static compression ,detonation shouldnt be a problem although id run only premium pump gas and not shitty 87 octane full of water and detergents. best way to show him hes full of shit is to get those mods and then re-race him and smoke his ass by 10 bikes

50$ if they work good

a really good set of carbs for a good price IMO :beer:

not knocking anyones idea or shade tree port and theres nothing wrong with experimenting but you can have the fanciest cleaneast looking symmetrical intakes around but its not gonna make your banshee much faster ,the intake is not where the bulk of the power is gonna be made,without the right tool and more importantly the know how your not gonna get deep inside/behind and change the pitch or alter the transfers correctly ,even the exhaust port will need a right angle high speed micro grinder to do it right ,can you gain some horsepower power from a template ,sure! but it takes alot of cylinders research and time to get the results a good builder can get you. a good right angle grinder with no bits is over 800$.theres a big difference in going quicker and going really fast . if you raise your exhaust port and dont rework the transfers your blowdown will be way outta whack and down on power .

the dyno graph is probably not totally bullshit ,but cpi isnt gonna perform nearly as good as it could because the port configuration o n that particular engine was likely setup to match the reverse wave off the toomey pipe ...and as some of yo u noted the graph is also cut short to favor the toomey .the t6 are best suited for 188 degrees of exhaust or less ,but dont be fooled into thinking this is all that setup is capable of .IMO the cpi is a better pipe on a ported engine regardless ,t6 is still a decent torquey pipe for the right woods porting though. theres no reason with extensive porting/mods and the right pipes that it *could* hit 70hp ,but it would probably be lower in the real world :beer: hp numbers dont mean everything ...i say go dyno it and see if your that curious .

without a high speed right angle micro die grinder of some type yo uwill never get into the transfers accurately and make the power even if yo u did know what and how to do it ,theres a lot more than a simple overlay template when it comes to porting engines

depends on the porting ,may be 50hp... might be 70 hp :beer:

my trail sleeper .looks like a clean stocker with shitty FMF pipes but in reality theres a lot of work internally in it , this bike will fry tire on pavment in first 4 gears and just seeing the look on a 250cc 2 stroke dirtbike owners face after I walk his ass like a poodle down a long 500 yard field stretch is priceless. :beer: looks stock but sounds like a mean lil high strung sumabitch when you wind it out. mods are as follows : my aggressive trail port 194/127 durations with large boysen ports and epoxy filling in transfer ports wiseco prolite pistons with my boost intake ports lightened -12 ounce flywheel +5 igniton timing on stock modifed stator plate NGK wires ported stock carbs bored to 28mm K&n filter with pro design adaptor and no lid carbon fiber boysen pro reeds on ported stock cages milled OEM head for 20.8cc domes FMF fatty pipes with power core silencers

i saw that too .what a shame ,not only did he lose all his intake velocity but he also lost any support by removing the bridge all together ,this area is not where the bulk of the power is made and all he really did was hinder reliablity.also he might as wel lhave not even added the baby side boysen ports becasue al l of the incoming charge will be directed through the giantcentral opening instead of diverted into the transfer jackets like they are supposed to do .that is not a very professional thought- out port job IMO.

happy 34th Bruce :beer: heres to another 34 years :thumbsup: