Post by AnthonyKovic on Jun 12, 2004 23:51:40 GMT -5
Finally received four #75 (stock) jets from Ron Ayers. I had to wait about three weeks for them as they do not stock these parts but order them directly from Honda.
Here is what I have done to the bike so far:
Kitaco CDI unit
Manually advanced timing trigger
Kitaco oval down muffler
K+N breather element
Kitaco Variator unit with 6 Gram weights
I already discussed my impressions of the CDI and timing advance in another post. A simple search should bring up the topics.
The Kitaco oval down muffler did nothing for any performance increase. It comes heavily restricted with a huge heavy gauge sheet metal plug in the muffler. In the plug itself is a small 1/2 inch hole to allow the exhaust gases through. I'm guessing Kitaco did this to comply with JMCA? their version of EPA decibel limits. I was able to reach in with a long punch to open it up a bit more about 3/4 to 1 inch. It sounds pretty good now but nowhere near annoying and it's a bit lighter than the stock exhaust system. It definately flows more than the stock muffler (after the hole punch fest) and didn't really lose anything on the low end. It might have helped a bit at full tilt boogie but again nothing substantial. The supertrapp unit they carry might be better as you are able to add or remove restrictor plates for fine tuning. Looks cool though.
The opening on the Ruckus carb is about 1.5 inches. K+N has a huge list of universal filters in different shapes and inlet sizes so finding something that would work wasn't an issue. I removed the complete stock air box, emmisions solenoid, and various other worthless brackets. The air filter will not fit directly over the carb as the fender and plastic play pocket cover make the clearance extremely tight. I used the stock air inlet hose to mount on the carb, cut off the flared end ( this flare is used to adapt the hose to the stock air cleaner housing), and used 1.5 exhaust tubing to adapt the filter to the inlet hose. I used some K+N breather elements (filters) for the crankcase ventilation system hoses.
The weight savings alone should warrant this a must do upgrade. The bike immeadiately leaned out as it was breaking up in the higher RPM band without a filter on it. A good jetting was in order....
Now the fun stuff:
The air temp was 62 degrees and utilized a dead end street approximately 1/4 mile in length to do some test runs. All runs were made with the above listed upgrades and 93 Octane fuel. Nothing else was touched except for the main jet size in the carb.
1. 20 runs were made with the stock #75 jet and the filter. I mention the filter was on because without it will lean out in the upper rpm band and not exceed 30 mph. The filter serves as a bit of a restriction bringing the air/fuel ratio into more of a useable balance. The average mph crossing the line was 36-37. The plug was extremely white in color and appeared to be a bit lean.
2. 20 runs were made utlizing a #80 jet with filter on. Average speed crossing the line was about 35 mph. The plug was a bit tan. A decent air/fuel ratio.
3. 20 runs were made utilizing a #85 jet with filter. Average mph was 32-33 mph. The plug started to appear dark indicating an overly rich condition. The engine was breaking up a bit in the upper RPM band. I should note the breaking up almost feels like a lean condition as well so if you attempt a re-jet a simple pull of the plug should indicate which way you need to go.
4. The rest of the runs were done to give a chance for the plug and cylinder to clean up for the next test runs.
Although the stock #75 jet proved to be the quickest, it was not the safest as it was running lean. Not the greatest for engine longevity. The #80 appeared to be the ideal choice considering it was a bit slower although the plug indicated a good ratio.
I should also point out I had to drill a number of stock jets to achieve an approximate size. It would have been easier to have a set already available in many selective sizes.
Here is what I have done to the bike so far:
Kitaco CDI unit
Manually advanced timing trigger
Kitaco oval down muffler
K+N breather element
Kitaco Variator unit with 6 Gram weights
I already discussed my impressions of the CDI and timing advance in another post. A simple search should bring up the topics.
The Kitaco oval down muffler did nothing for any performance increase. It comes heavily restricted with a huge heavy gauge sheet metal plug in the muffler. In the plug itself is a small 1/2 inch hole to allow the exhaust gases through. I'm guessing Kitaco did this to comply with JMCA? their version of EPA decibel limits. I was able to reach in with a long punch to open it up a bit more about 3/4 to 1 inch. It sounds pretty good now but nowhere near annoying and it's a bit lighter than the stock exhaust system. It definately flows more than the stock muffler (after the hole punch fest) and didn't really lose anything on the low end. It might have helped a bit at full tilt boogie but again nothing substantial. The supertrapp unit they carry might be better as you are able to add or remove restrictor plates for fine tuning. Looks cool though.
The opening on the Ruckus carb is about 1.5 inches. K+N has a huge list of universal filters in different shapes and inlet sizes so finding something that would work wasn't an issue. I removed the complete stock air box, emmisions solenoid, and various other worthless brackets. The air filter will not fit directly over the carb as the fender and plastic play pocket cover make the clearance extremely tight. I used the stock air inlet hose to mount on the carb, cut off the flared end ( this flare is used to adapt the hose to the stock air cleaner housing), and used 1.5 exhaust tubing to adapt the filter to the inlet hose. I used some K+N breather elements (filters) for the crankcase ventilation system hoses.
The weight savings alone should warrant this a must do upgrade. The bike immeadiately leaned out as it was breaking up in the higher RPM band without a filter on it. A good jetting was in order....
Now the fun stuff:
The air temp was 62 degrees and utilized a dead end street approximately 1/4 mile in length to do some test runs. All runs were made with the above listed upgrades and 93 Octane fuel. Nothing else was touched except for the main jet size in the carb.
1. 20 runs were made with the stock #75 jet and the filter. I mention the filter was on because without it will lean out in the upper rpm band and not exceed 30 mph. The filter serves as a bit of a restriction bringing the air/fuel ratio into more of a useable balance. The average mph crossing the line was 36-37. The plug was extremely white in color and appeared to be a bit lean.
2. 20 runs were made utlizing a #80 jet with filter on. Average speed crossing the line was about 35 mph. The plug was a bit tan. A decent air/fuel ratio.
3. 20 runs were made utilizing a #85 jet with filter. Average mph was 32-33 mph. The plug started to appear dark indicating an overly rich condition. The engine was breaking up a bit in the upper RPM band. I should note the breaking up almost feels like a lean condition as well so if you attempt a re-jet a simple pull of the plug should indicate which way you need to go.
4. The rest of the runs were done to give a chance for the plug and cylinder to clean up for the next test runs.
Although the stock #75 jet proved to be the quickest, it was not the safest as it was running lean. Not the greatest for engine longevity. The #80 appeared to be the ideal choice considering it was a bit slower although the plug indicated a good ratio.
I should also point out I had to drill a number of stock jets to achieve an approximate size. It would have been easier to have a set already available in many selective sizes.
