jet sizes

[Wicky]

Setting up a K&N is problematic at the best of times and generally causes more problems than it solves i.e exaggerated power dips and increased fuel consumption throughout the rev range for only modest rarely needed in the Real World™ 5bhp top end increase in horsepower - Our US Superhawk bretheren are very much against them and most K&N users soon go back to OEM paperfilter or alternative road filters. Mine was professionally 'tuned' with a K&N and dynojet to go with an open (Not for road use) 'race' can over a decade ago and knowing what I now know from this forum I wouldn't have bothered as it probably cost me over an extra £1000+ fuel consumption in the 60,000+ miles covered on top of the hundred of pounds to get done in the first place inc. dyno runs, labour etc. The only saving I've made is not having to buy a new airfilter every other year.

Performance tuning mods that have been honed on inline 4s and give significant gains don't necessarily easily transfer over to the VTR. Before you throw things at the bike in the hope of making things 'better' I would recommend getting it dynoed as a baseline to identify any shortcomings and work from there, and if it already has K&N and performance pipe then do you know it hasn't already been rejetted to suit - but how well has it been been 'tuned' in combination - have you had the carbs apart to see what jetting is fitted and set at?

[lloydie]

Setting up a K&N is problematic at the best of times and generally causes more problems than it solves i.e exaggerated power dips and increased fuel consumption throughout the rev range for only modest rarely needed in the Real World[TRADE MARK SIGN] 5bhp top end increase in horsepower - Our US Superhawk bretheren are very much against them and most K&N users soon go back to OEM paperfilter or alternative road filters. Mine was professionally 'tuned' with a K&N and dynojet to go with an open (Not for road use) 'race' can over a decade ago and knowing what I now know from this forum I wouldn't have bothered as it probably cost me over an extra £1000+ fuel consumption in the 60,000+ miles covered on top of the hundred of pounds to get done in the first place inc. dyno runs, labour etc. The only saving I've made is not having to buy a new airfilter every other year.

Performance tuning mods that have been honed on inline 4s and give significant gains don't necessarily easily transfer over to the VTR. Before you throw things at the bike in the hope of making things 'better' I would recommend getting it dynoed as a baseline to identify any shortcomings and work from there, and if it already has K&N and performance pipe then do you know it hasn't already been rejetted to suit - but how well has it been been 'tuned' in combination - have you had the carbs apart to see what jetting is fitted and set at?

Couldn't say it better myself !!

[VTRDark]

Exactly!!!!

I will just add that with Scorpian exhausts they are at the better end of the market and do not require jetting to suit with a standard air filter though may benefit from re-jetting. If you find you are running to lean then all that would likely be required is to shim the needles a little.

Don't waste you money on buying a dynojet kit + custom charges from the States as you will end up not using the majority of it. If you really want a dynojet kit then get a UK kit.
More info here

i am looking towards to increase the initial power delivery and fuel economy improvement.

You would be better off with an ignition advancer. Or for a little low down boost you could fit another standard long velocity stack so you have two long stacks.

(:-})

[fiero]

Exactly!!!!

I will just add that with Scorpian exhausts they are at the better end of the market and do not require jetting to suit with a standard air filter though may benefit from re-jetting. If you find you are running to lean then all that would likely be required is to shim the needles a little.

Don't waste you money on buying a dynojet kit + custom charges from the States as you will end up not using the majority of it. If you really want a dynojet kit then get a UK kit.
More info here

i am looking towards to increase the initial power delivery and fuel economy improvement.

You would be better off with an ignition advancer. Or for a little low down boost you could fit another standard long velocity stack so you have two long stacks.

(:-})

Setting up a K&N is problematic at the best of times and generally causes more problems than it solves i.e exaggerated power dips and increased fuel consumption throughout the rev range for only modest rarely needed in the Real World™ 5bhp top end increase in horsepower - Our US Superhawk bretheren are very much against them and most K&N users soon go back to OEM paperfilter or alternative road filters. Mine was professionally 'tuned' with a K&N and dynojet to go with an open (Not for road use) 'race' can over a decade ago and knowing what I now know from this forum I wouldn't have bothered as it probably cost me over an extra £1000+ fuel consumption in the 60,000+ miles covered on top of the hundred of pounds to get done in the first place inc. dyno runs, labour etc. The only saving I've made is not having to buy a new airfilter every other year.

Performance tuning mods that have been honed on inline 4s and give significant gains don't necessarily easily transfer over to the VTR. Before you throw things at the bike in the hope of making things 'better' I would recommend getting it dynoed as a baseline to identify any shortcomings and work from there, and if it already has K&N and performance pipe then do you know it hasn't already been rejetted to suit - but how well has it been been 'tuned' in combination - have you had the carbs apart to see what jetting is fitted and set at?

thanks guys, this really an eye opener for a newbie like me when comes to VTR.