im going to try...depends on my work schedule, but i do intend on making it.....right now im trying to finish up some changes ive made since the last time i went....i have a friend with a big bore 250R that is going to be gunning for me...it ought to be a good race either way..lol..are u and your bunch going to make it?

 

[img]i/expressions/face-icon-small-smile.gif[/img][img]i/expressions/face-icon-small-happy.gif[/img]

 

Yes we'll be there on wed. the 23rd camped up behind the Oasis in their new campsites. We'll be one of the few that have three custom painted DS's in their camp look us up and say hi.[img]i/expressions/face-icon-small-smile.gif[/img]

 

ill do that...i would really like to see that paint job first hand...by far the best one i have seen so far....

 

Budman your posts don't seem to jive, help us understand a bit better.
First, you had a higher top end at high altitude than you did at low altitude, so that means you were jetted correct up there high, and when you returned to sea level you were WAY lean. To help here, I drop one main jet size for every 1500 feet I rise and that holds very close to correct everywhere I've been from sea level to 10K. So assuming your high altitude jetting was much closer to correct given the better performance, you need to go up at least 3 main jet sizes at sea level, from where you were at 7K. 3 main jet sizes is a definite seat of pants difference in performance.

But then you say your beating 450's on top end, and that dropping to a 15T hurt the top end. If your top end is only 68mph, then there is no way you're reving out 5th gear, so the 15T would do nothing but help you in every gear.

I may have misunderstood, but want to help get your top end up, especially if its just a jetting issue, which is what it sounds like. The stage 1 is defintely more than just noise, it just has to be set up right.


I also want to mention, just for an FYI, that the larger carb doesn't do much at all unless the ported intake is also used. You can have yours ported, or pay the big dollar for one already opened up, but unless that 42mm intake is matched up to the 45mm carb gains will not be gotten.

 

Ron Woods sent me the spec chart for the TM45 and that the main jet should be changed, but it didn't say to what size. The stock 150 is in the carb, so that's seems to be the problem. I need to get a selection of jets and go out and play, thanks.