61x question
- Thread starter sugmin
- Start date
TheCoz43
Jet Surfer
- Location
- Pismo Beach, CA
Yes they make an adaptor plate for this to run dual carbs. But, why wouldn't you just run the single 44. It is best to get a 62t case if you want duals.
http://www.x-h2o.com/index.php?threads/r-d-61x-dual-carb-intake-manifold.100681/
http://www.x-h2o.com/index.php?threads/r-d-61x-dual-carb-intake-manifold.100681/
TheCoz43
Jet Surfer
- Location
- Pismo Beach, CA
It may have an aftermarket manifold. It is not odd. Some people like the single carb instead of duals. It is easier and simpler to set up. Which is it a 61 or 62 case?
TheCoz43
Jet Surfer
- Location
- Pismo Beach, CA
96 should be dual carbs 62t on a SJ, but i could be wrong don't know blaster.
TheCoz43
Jet Surfer
- Location
- Pismo Beach, CA
It is easy to tell by looks too. If you got a pic of the intake area I'm sure we could figure it out, but I wouldn't let that stop you from buying. A single 44 is just about the same as dual 38's IMO.
- Location
- Pensacola FL
The 96 Blaster was a 62t case and should be a dual carb setup from factory. However some of us run single carbs on the 62t case. The 62t case has more to offer as far as intakes and reeds from the aftermarket. The single carb is easier to setup and tends to use less fuel. In theory, the single 44 should have a little more throttle response than the dual 38s due to the velocity increase from choking down the airflow. I have not tested yet, but once I get my single 44 setup tuned I plan to switch back to my dual 38s and tune them to see what difference I feel between the two.
Kurtis
Kurtis
- Location
- Vegas
My 61x had dual carbs it never ran right even with the best carb tuner around the cases just Arnt designed for it, I took off the dual 44s and put on a single 44 and it ran perfect. Maybe find a "wet jet " intake they came stock with a 46 and those seem to do well
- Location
- Lake Orion
Wetjet had reed spacer with stuffer and it ran a 46 that's what I'd look for if I was you. Then throw some reeds on it
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Sent from my iPhone using Tapatalk
- Location
- Pensacola FL
Never personally ran the WetJet manifold on one of my 61x cases, but I have also heard a lot of good things about that setup. It is an improvement over factory Yamaha manifold for sure.
Kurtis
Kurtis
Quinc
Buy a Superjet
- Location
- California
I do not know how good the nadaguides are as a reference, but it shows the Wetjet Kraze with the 46mm carb and reed stuffer as having the same HP (75) as the Wetjets with the stock 61x intake and 44mm carb.
- Location
- Pensacola FL
I use NADA on a daily basis with my Job for various types of collateral on loans, and I wouldn't trust it completely for options and specs.......values only!
Kurtis
Kurtis
TheCoz43
Jet Surfer
- Location
- Pismo Beach, CA
Trying to change everything over for an extra 2mm in carb size is not worth it. Spend the money somewhere else.
Quinc
Buy a Superjet
- Location
- California
Have you done the Wet jet manifold mod?
- Location
- Pensacola FL
Here are a few thoughts on the differences, and it really just boils down to a few things. The 62t cases have better aftermarket support than 61x. There are quite a few aftermarket intakes available for it from duals to singles, crossover or no crossover, and the OEM even has a Dual 44 setup that will bolt up from the 760. There are more options for aftermarket reeds Boysen and V-Force to name a couple, as well as Intake spacers to change the angle of the intake. The 61x only has the WetJet manifold and I think R&D mad the dual setup for it, and limited to the stock reeds, WetJet reed setup or Boyesen.
As far as the Dual versus single carb, or even larger carb sizes go, it comes down to Velocity of air versus Volume of air. Each will create a slight change to the power band, and of course the more volume will tend to create higher Peak power number until a point. Basically, the more air you can get the more peak power you will make but there is a balance to be had here as velocity is very important as it relates to the speed the air is traveling. Ultimately getting air into the port fast enough to get the most air into the cylinder before the port closes is going to build power. If you you open up the air path so much that is slows the air down, (Think thumb on a garden hose here) then you will not be able to fill the cylinder efficiently, the same can be said in the reverse as chocking or restricting the air path too much will also not produce the volume of air needed. There are tons of theory and calculations that are far above my knowledge to figure out the optimal sizing, but the basics are laid out. The rest of the combination of parts and modifications to the engine will also determine the optimal size, because as you open a port up with porting, you are now effecting the Volume and velocity of the air flow at the entry to the cylinder. This is why I trust the trial and error of previous builds and the knowledge of the true engine builders out there by following build threads and just reading what works or doesn't work on setups similar to mine. I hope this helps.
One thing to remember is.....More air in also equals more fuel required to reach a stoichiometric mixture, so fuel consumption does increase.
Kurtis
As far as the Dual versus single carb, or even larger carb sizes go, it comes down to Velocity of air versus Volume of air. Each will create a slight change to the power band, and of course the more volume will tend to create higher Peak power number until a point. Basically, the more air you can get the more peak power you will make but there is a balance to be had here as velocity is very important as it relates to the speed the air is traveling. Ultimately getting air into the port fast enough to get the most air into the cylinder before the port closes is going to build power. If you you open up the air path so much that is slows the air down, (Think thumb on a garden hose here) then you will not be able to fill the cylinder efficiently, the same can be said in the reverse as chocking or restricting the air path too much will also not produce the volume of air needed. There are tons of theory and calculations that are far above my knowledge to figure out the optimal sizing, but the basics are laid out. The rest of the combination of parts and modifications to the engine will also determine the optimal size, because as you open a port up with porting, you are now effecting the Volume and velocity of the air flow at the entry to the cylinder. This is why I trust the trial and error of previous builds and the knowledge of the true engine builders out there by following build threads and just reading what works or doesn't work on setups similar to mine. I hope this helps.
One thing to remember is.....More air in also equals more fuel required to reach a stoichiometric mixture, so fuel consumption does increase.
Kurtis