Eric is able to take from the 3D room to our in-house state of the art Dyno facility room to test back to back to back. First simulated with our Solid Works software, then extensively tested on our in house dyno with both the stock ecu and our flashed unrestricted ecu program. These velocity stacks have been done 100% IN HOUSE! Yes, everyone of our stacks are done in house here at EDR Performance. Our stacks give you, the rider, the confidence to get on the throttle sooner with a more predictable throttle response as well as a lot more top end power and speed! Stay tuned but they won't be for the street! This latest EDR CBR1000RR-SC77 designed & produced velocity stack kit improves power throughout the entire RPM range, especially in the midrange to top end, right where these CBR's need it! The stock bike makes great low end and midrange but falls on its face up top! We kept the same power and torque curve as close as possible to the stock set up to ensure you have a smooth power band, however as you can see with our stacks the power does not drop off at the top end! It continues well past 13,000 rpm! We have seen gains of OVER 7 rwhp with NO OTHER MODS! Just stock USA stacks vs the EDR stacks! With further fine tuning within the ecu and mapping we have seen several SC77 bikes make nearly 10 rwhp! (UK customers see +4rwhp stock to stock and +6 over the stock uk version to our EDR stacks!) our owner and tuner, Eric Dorn himself bought a 2018 SC77 std bike to further develop and fine tune them! Even getting nearly 11rwhp over stock on his SP2 version (same stacks but the engine design is different/more powerful) he has a 2017 SP2 version that rumor is he has a special version coming summer 2023 for road racing/drag racing or those wanting absolutely peak power, aiming to product strong gains only above 10,000rpm with no regards for sub 7000 rpm. The stock setup is a compromise with HP, Torque, fuel economy, and NOISE.We all love the latest Fireblade, aka CBR1000RR, however they don't make the power nor feel like they used to! The EPA has created tighter and more stringent emissions requirements for bikes (not just exhaust emissions but NOISE emissions), Honda and other manufacturers have had to shrink their intakes and exhausts just to get the bike on the dealership floor. Since most of us don't compete in superbike with our birds, We can change stuff around. If they wern't forced to, how many stock intake setups do you really think you'd see? They had some pretty exotic shit on the 750's. In AMA Superbike when they allowed the 1000cc 4's to compete, they REQUIRED them to run stock intake parts to equalize power production between them and the twins. The height "tunes" the throttle bodies: short=high RPM Horsepower, long=low RPM Torque. The smaller diameter would work better with a carbed bike, increasing air velocity to pick up fuel better, but a FI bike doesn't need this since the fuel is injected rather than sucked through jets. The smaller diameter stacks are a problem with Honda 929,954, and 1100's from what I have researched. On most GSXR's I've seen, the velocity stacks are the same size as the throttle bodies. The velocity stacks look to be 1-1.5mm smaller than the 42mm throttle bodies. What I don't get is why the velocity stacks are a smaller ID than the throttle bodies.
0 kommentar(er)
