Search results

2,3 ns 95 gram spring 125 low and 115 high

Stock oem 44s I would go 2.3 n/s 95 gram spring 130 low 110 high This is what I was running on my race ski and free ride boats but as stated depends on how your pipe is setup as well as igniton squish and compression etc

Stock 760 44 ??? What ignition ??

Thats so awesome, how is is different getting up ???

This is a good question. IM 56 and looking at replacing double knees due to jetsking wearing them out. Im a little nervous myself

https://www.waxracingproducts.com/products/wax-racing-complete-yamaha-kawasaki-exhaust-system

Awesome

We are trying

It was the go to manifold with porting and some work to bring up the throttle response. When we designed our manifold we put those changes into it.

I used to use those, they worked quite well, it was the best of what used to be out there in my mind

Yes your right reverse jetting uses a lot of fuel. Some one said to me years ago. You have to feed the ponies

I always tune of the low speed jet, Why they never called it the everything jet confuses me. I will always run the biggest low speed jet and the smallest high speed i can. This always creates the most low to midrange torque, the top end stays the same. The main jet is just to trim in my...

I would try 135 low and a 120 high. you have our high velocity intake manifold on it. due to this you will not have as much fuel drop out due to the increase in runner efficiency. Your jetting will be rich. I know when we made this manifold and tested it that we had to lean it out. Basically...

To tight a squish will not cause deto. You cant detonate what's not there, however because of the turbulence it creates in the combustion chamber it makes for a faster burning mixture which acts like advanced timing. turbulence is a great thing by the way

Yeah that’s the thing. Until you pull them ou you can’t tell. The aid in reversion in reversion and kill Mid-Range

The issue is that the reed stuffers help reversion on a two stroke and kill throttle response

OK fair enough. Twins give you more torque down low where you need it on a 550.

Spot on, tightening the sqush stops over rev. why because it acts like advanced timing. If you have a zeel and tighten the squish the stars aline

If the piston hits the head then there is nothing there. you cant deto whats not there. Piston should hit the head at 1000 rpm more than you will see Im not sure how you managed to close the gap when the plug is in a dome ??

I did have a 5mm stroker rad crank for a 1100 but this is a twin rad crank