Super Jet B Pipe Recomendations?

Pro-pulsion

Pro-pulsion

Location
Ontario, Canada
So I am in the process of parting together a B-pipe. I have acquired a manifold for a decent price and a head pipe to borrow until I can afford to find a replacement. My last prospect is the chamber. I have read as many recommendations for the mod chamber as I have for the limited and now it is all out confusion to me lol. From what I understand, the limited chamber was built for back in the day to compliment the old 61x/61x 635's? 650's and 701's. I can't quite remember what I read in regards to that reason but I believe it was something along the lines of because the 61x setups were only capable of so much, the extended chamber was needed to complete the powerband required for a winning combination both on the course and for freeride use.

The mod chamber was developed after the 61x/62t platform surfaced because that combo is able to utilize the shorter chamber with the same results that the limited chamber produced. It was apparently cut down for 61x/62t 701's and up into the big bores. I am on the edge of ordering in a chamber but would like a little clarification on this if I could please. I saw in an older post, not sure when it was done, but Chuck from X-Scream said for racing and top end, mod chamber. For freeride and freestyle, limited chamber. I hate having to ask this, but I have tried searching and as much as I have found, I have not been able to determine what chamber truly applies to what setup. I am coming from a Speedwerx dry pipe that took a little...ummm..."break" from service life for an undetermined period of time. So I am most used to how that pipe responded. It was more of a 2/3 to full throttle performer. It did always seem to have a slight flat spot on the bottom end though. Would the mod chamber be that "best balance" transition for me and my setup? I can't help but think that if I go for the limited chamber my throttle response might be too low on the powerband and I won't get the pump to fully prime. Here is the most notable of my engine and mods...

701 61x/62t stock bore SuperJet
stock electronics...maybe keeping my enhancer if I ever hear back from MSD in a timely fashion
ADA head with 37cc domes soon to change to 35's now that I am no longer on a dry pipe
ported exhaust and cases
stock intake and carbs with boyesen pro series reeds
hooker 9/15 with stock but blueprinted pump and pump stuffer core

Thanks very much for your input guys, this is a really tough expense for me to absorb, I just want to know that when I buy it is with confidence that it is the right way to go.
 
Vumad

Vumad

Super Hero, with a cape!
Location
St. Pete, FL
I bought minefrom jetworks. Art said it doesnt matter.

Remember how the pipe is designed to work. Traditional pipes are designed to be long and then cut down for lower rpm power. The adjustable screw concept was tp change the temp of the gas, thus changing the speed of the sound wave, thus changing the functional length of the pipe. By the theory behind the design, the length doesnt matter.

People use the same pipe from stock 700 to over 900 with power valves.

i have a mod, because art said it didnt matter once it was tuned, that he had the mod in stock and it was easier to install.
 
Pro-pulsion

Pro-pulsion

Location
Ontario, Canada
Thanks V, I must say I have been leaning toward the mod with that in mind but hearing it from the guys I trust is what I really needed. The install part is certainly a plus for me, I have spent far too many hours installing pipes this year lol.
 
Tyler Zane

Tyler Zane

Open Your Eyes
Location
Panama City Beach, FL
I agree with Vumad, I have heard the exact same words from Arts mouth aswell.

What made the biggest difference for me was tuning the headpipe out of the ski connected to a garden hose. The screws I thought where closed (middle and bottom) where leaking like crazy and the one I thought was cracked was clogged. Once I cleaned tightened and sorted all that out, making sure the middle and bottom where closed and top cracked to a spray (per Art), the pipe really started to preform and the engine came alive. I started checking my headpipe a couple times a season with my routine maintenance.

Set you fcv to 3500 rpm with a tach too.
 
37

37

Precipitation Hardened
Location
Indy
Vumad said:
Traditional pipes are designed to be long and then cut down for lower rpm power.
Click to expand...
Chambers are cut for higher RPM to match the higher frequency rate. Longer chambers, or "wetter" chambers in the case of the B pipe, are for power at lower RPMs as this better matches the return wave frequency to the cyclical rate of the engine. This is why many racers run ECWI with dry pipes as they get the benefits of both a long pipe at lower RPM and shorter pipe in the midrange and top end. It's all a game of matching things up to what the engine wants at a given RPM.
 
Vumad

Vumad

Super Hero, with a cape!
Location
St. Pete, FL
37 said:
Chambers are cut for higher RPM to match the higher frequency rate. Longer chambers, or "wetter" chambers in the case of the B pipe, are for power at lower RPMs as this better matches the return wave frequency to the cyclical rate of the engine. This is why many racers run ECWI with dry pipes as they get the benefits of both a long pipe at lower RPM and shorter pipe in the midrange and top end. It's all a game of matching things up to what the engine wants at a given RPM.
Click to expand...

Thanks for catching that. I frequently say that backwards.

Ill remember mod class racers want to go faster, thatll help me ger it right next time.
 
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masterblaster

masterblaster

X-H2
It made a big diff on every pipe I set up that way also,most had no idea how much water was flowing from each hole location
 
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