SKMXL wrote:
Don't know what you mean by running rich?
We refer to it's "running rich" when the engine (combustion chamber) is burning to much fuel to the amount of air mixed with it in the carburetors. Going the other way "running lean" means it doesn't have enough fuel mixed with the air. You don't want it running rich or running lean, you want it somewhere in between the two, although slightly on the rich side is preferred to being on the lean side.
SKMXL wrote:
Don't know what you mean by running rich?
We refer to it's "running rich" when the engine (combustion chamber) is burning to much fuel to the amount of air mixed with it in the carburetors. Going the other way "running lean" means it doesn't have enough fuel mixed with the air. You don't want it running rich or running lean, you want it somewhere in between the two, although slightly on the rich side is preferred to being on the lean side.
By the way welcome aboard
Chris.
Thanks!! Shouldn't that be possible with the kn filter to get in running in between?
SKMXL wrote:
Don't know what you mean by running rich?
We refer to it's "running rich" when the engine (combustion chamber) is burning to much fuel to the amount of air mixed with it in the carburetors. Going the other way "running lean" means it doesn't have enough fuel mixed with the air. You don't want it running rich or running lean, you want it somewhere in between the two, although slightly on the rich side is preferred to being on the lean side.
By the way welcome aboard
Chris.
Thanks!! Shouldn't that be possible with the kn filter to get in running in between?
SKMXL wrote:
Thanks!! Shouldn't that be possible with the kn filter to get in running in between?
Greeetings - Post some pics of your new Storm beastie. I was fortunate a few years back to be taken under the wing of some Danes at Assen and they shared with me the cost and hassle in taxes for bikes in Denmark in comparison to the rest of Europe, but you've chosen a good reliable (when sorted) long term versatile and fun bike.
A K&N gives a bit more but it needs pairing up with a free flowing exhaust and rejetting and some dyno time too get it approaching anything what is claimed. Plus it will have a detrimental effect on fuel consumption on an already thirsty bike. While fitting a K&N on an inline4 will easily free up extra horsies its a lot more difficult & inconsistent on the V-Twin Storm and most folk revert to a standard filter for all round best performance.
Watty wrote:Welcome aboard and bin the K&N! More bother than its worth! Standard all the way
That's not good! I already bought the kn filter.
The r/r on the early models fail , check to see if yours has cooking Fins ,if it has it should be ok but it's also worth while checking the output .
Don't mention cooking Finns to a Dane! It may get lost in translation.
I. Still don't understand the phobia about changing main jets down one size and adjusting fuel screws to suit.
It's not exactly difficult, and that will get you about right for a k&n.
It's not falling off, it's an upgrade opportunity.
you can try to play just with main jet sizes and pilot screw settings as Tony.Mon wrote. The rest is better to leave as it is. I just don´t understand why they advise to go one size down, because me thinks it should goes size up as with any other aftermarket filter on VTR.
SKMXL wrote:
Don't know what you mean by running rich?
We refer to it's "running rich" when the engine (combustion chamber) is burning to much fuel to the amount of air mixed with it in the carburetors. Going the other way "running lean" means it doesn't have enough fuel mixed with the air. You don't want it running rich or running lean, you want it somewhere in between the two, although slightly on the rich side is preferred to being on the lean side.
By the way welcome aboard
Chris.
Thanks!! Shouldn't that be possible with the kn filter to get in running in between?
A few have succeeded, but many have given up trying and returned to a standard air filter, or a slightly less free flowing air filter than the K&N.
Stephan wrote:you can try to play just with main jet sizes and pilot screw settings as Tony.Mon wrote. The rest is better to leave as it is. I just don´t understand why they advise to go one size down, because me thinks it should goes size up as with any other aftermarket filter on VTR.
The issue with the k&n was to try and get rid of the power dip at 5000 rpm, never quite got it fixed so I went with a bmc street filter, have the same top end as k&n and the mid range of stock and no dip in the middle
AMCQ46 wrote:The issue with the k&n was to try and get rid of the power dip at 5000 rpm, never quite got it fixed so I went with a bmc street filter, have the same top end as k&n and the mid range of stock and no dip in the middle
I had the same power dip with BMC street filter. It was probably due to lack of experience, and I believe KN is tuneable as well.
It's odd but true that a K+N allows more air in,so you would think it needs bigger jets. But the reverse seems to be true- check out the open airbox threads for evidence.
The more air you let in- bigger airbox volume, open up the snorkel,the smaller the main.
Never did work out why, and as you say on all other bikes it works the "normal" way round, but these are a little- different.....
Anyone that's followed mine chucking out rich fumes will know- and mine was down to 168/170/172's in the end, with the Flo-Commander on.
It's not falling off, it's an upgrade opportunity.
not sure about open airbox and flo commander (I will try this setup in spring), but I changed only air filter twice - BMC and Pipercross, and both affected mixture to run lean. I believe that stage1 from Roger D with open airbox configuration uses bigger mains as well, but with plugged air jets - flo commander will be different story.