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Ultimate Carb Mod

24K views 31 replies 11 participants last post by  TINKEN  
#1 ·
#2 ·
Smart fuel metering for your carbureted ATV


The Intelajet kit comes with what you see here, ready to install. We also ordered a #21 drill and tap from Thunder Products to mount the nozzle in the aluminum bell of the carburetor.

By the staff of Dirt Wheels

Fuel injection seems to be all the rage right now, but we can’t help but keep our love for the good old-fashioned carburetor alive and kicking. Sure, it may not be as easy to tune as fuel injection ( if you have a laptop), but we still enjoy doing throttle- chop plug checks and turning fuel screws when we can. What we don’t enjoy is pulling carburetors off five to six times, draining them and replacing main jets after building a motor. It’s tedious, leaves you soaked in gasoline and can often be frustrating.
Here’s where Thunder Products comes in. They have been featured in Dirt Wheels many times in their long history of business, and there’s a good reason why-their stuff works. The newest innovation from the brain of engine guru Lonn Peterson is the IntelaJet, which is a fuel metering an injection device that allows you to tune your carburetors fuel level with a knob. Yes, Thunder Products just made jetting easier than fuel injection.
To start off, you need to install the system in one of two ways. The first option is by drilling into the rubber boot between the carburetor and the airbox using the supplied strap mount with the kit. The other option, which Thunder calls the Pro Mount, is drilling and tapping the fuel nozzle directly into the bell of the carburetor. We chose this method for a more solid mount. The #21 drill and tap are available from Thunder Products, so it’s best to just order it when you get the IntelaJet to make sure you have it. After installing the fuel nozzle per the instructed guidelines (the intelligent has a great instruction manual), you will have to install the fuel supply fitting. On carburetors with the drain plug on the float bowl (non-FCR), you can use the brass fitting that screws again where the drain plug goes and attach the supplied fuel tubing to it. On carburetors with float-bowl nuts, you will have to drill into them as per the kits instructions.
After you run the fuel supply and nozzle, you mount the mixing chamber/adjustment block, preferably close to the carburetor or handlebars, but not on the bars to avoid kinking a line when the bars turn. Start with the block in the center position and two turns out. For this test, we installed the IntelaJet on two machines-and LTZ 400 and a YFZ 450-both with CV-type carburetors. For the white C, we left the jetting stock, installed the intelligent and put our GYTR slip-on exhaust back on the machine to see if the IntelaJet could compensate for the added airflow.

When we first started up the YFZ, the pilot circuit was a bit lean, as the IntelaJet focuses on the main jet. We bumped the pilot jet up to sizes, and it idled and ran well on the low-end. We did a few pulls with the IntelaJet in the leanest position, and it coughed, sputtered and wouldn’t rev out, just like a lean condition should. Upon richening up the IntelaJet two and a half turns, the magic started to happen-the added fuel from the fuel nozzle spray got the YFZ near-perfect jetting and also added a power hit that the stock carburetor lacks. Stab the throttle and it goes; it’s quite an amazing difference. We were able to keep the stock main jet and get the YFZ’s jetting very close to perfection, even with the different exhaust system. If we were going to do a full exhaust or airbox mods, we would have to go up one jet size.

THE VERDICT

The beauty of the IntelaJet is its range. You can climb altitude, go down to the beach, ride in any weather, and, with the turn of a knob, you have perfect jetting. It takes a little practice to get it down, but when you do, it’s an awesome product. Being able to fine-tune the way your machine runs with the twist of a knob…let’s see a fuel-injected machine do that!
Contact Thunder Products at 320-597-2700 or visit their website online at www.thunderproducts.com. The cost of the IntelaJet will run you $199.95



If you’re using the Pro Mount, measure per the instruction booklet and drill through the bell of the carburetor.



Use the supplied tap and thread the aluminum hole carefully.



After threading the nozzle securely into the carburetor, install the float bowl drain screw adapter and the fuel supply line.



Attach the other end of the larger hose to the fuel-mixture module and then run it to the nozzle.



When it’s all set up, it will look like this, ready to mount on the frame.
 
#4 ·
You can't just take a single-cylinder, big-bore two-stroke engine, drop the trailer ramp on a 10-degree F morning and have all be right with the world. It's probably not going to be smooth sailing.

To correct that, Evan Hoge (builder and also Klim Product Line Manager) is counting on a little magic from Starting Line Products and Thunder Products. SLP modified the carburetor as part of its cart-engine build on the CR500R powerplant. And to help the bike adapt to the cold air, fluctuating barometer and rapid elevation changes, Hoge is installing an Intelajet system from Thunder Products. In a nutshell, the Intelajet adds two nozzles that spray an additional fine mist of fuel into the carburetor's airstream--all adjustable by the rider via an external knob. Hoge will be able to make adjustments to the fuel delivery quickly and without tools.

For more info on the Intelajet, click here:
https://thunderproducts.com/thunder-products-intelajet/
 
#8 ·
Actually, I am skeptical of this thing. I have a hard time believing that it can lift fuel that high without a proper venturi to achieve the airflow velocity needed to create enough suction. Let alone create a finely dispersed mist of fuel droplets. Maybe it works due to the whole machine bouncing along on the track?

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In the olden days there was an adjustable main jet that screwed into the bottom of the float bowl that you could supposedly tweak on the fly. It only worked with one particular style of carb (Yamaha 2 stroke, if I remember correctly).
 
#9 ·
Looks almost like they setup the alcohol carbs on drag bikes
 
#14 ·
We used them on our sleds for years before efi. Work great, even better if you had egt's you keep your 2 stroke dialed in no matter the temp or altitude. As the pull fuel from the bottom of the bowl kept the carb free from water which is a plus at -30.
 
#19 ·
After having a long conversation with the inventor, I picked up a torque wing. Many companies make these, but this one goes on the exit side of the carburetor and works well for both carburetors and fuel injection. It is especially useful on the HSR45 because it increases the velocity of passing air at low rpm.

Motocross Action Magazine gave it a 5 star rating when used on the exit side of a KTM throttle body.

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#25 ·
After having a long conversation with the inventor, I picked up a torque wing. Many companies make these, but this one goes on the exit side of the carburetor and works well for both carburetors and fuel injection. It is especially useful on the HSR45 because it increases the velocity of passing air at low rpm.

Motocross Action Magazine gave it a 5 star rating when used on the exit side of a KTM throttle body.

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I searched their website pretty well but cant find anything regarding EFI.
 
#20 · (Edited)
Took awhile to find it, but I think this is what you wanted...

WHAT IS IT? Intake tract winglets have been around for decades. Do you remember Swirl-Up, Power Now, Dial-A-Jet, Tornado and Intake Twister? The Boyesen Power X-Wing is designed to increase power by improving airflow through the carb.

WHAT’S IT COST? $129.95?(800) 441-1177 or Boyesen Home.

WHAT’S IT DO? Most people believe that an internal combustion engine is an explosive device?where fuel is lit off much like fireworks on the Fourth of July. Not true! Motorcycle engines are air pumps. Air is drawn in, compressed by force, expanded by combustion and expelled out the exhaust. Contrary to popular opinion, there is no explosion. The engine processes air, mixes it with fuel and burns the air/fuel mixture in a very orderly process. Once you understand how an internal combustion engine works, you can understand that the transition of air, from the airbox to the exhaust stinger, is all important. Nothing matters as much in the production of horse-power as the maximization, control and flow of air.

ÿÿ The Boyesen Power X-Wing works like an airplane wing. It takes a given volume of tumbled air and straightens it out. The goal is to achieve laminar flow. Laminar flow is the smooth, uninterrupted flow of air over the contour of a wing. The Power X-Wing reduces drag at the air’s boundary layer, reduces surface friction drag, equalizes the pressure gradient and increases air velocity.

ÿÿ That is a lot of techno-mumbo-jumbo, but what it means is that the Boyesen Power X-Wing is designed to increase air velocity–and, when air velocity increases, power increases.

WHAT STANDS OUT? Here’s a list of things that stand out with the Boyesen Power X-Wing.

ÿÿÿ (1) Performance. In the saddle every test rider felt increased throttle response at low rpm, a smoother transition from the low-end to the midrange and a more flexible powerband across the range. Everything feels crisper and, best of all, the dips in the power curve are ironed out. The power is not only improved, but it becomes seamless from bottom to top. We tested the original Powerwing several years ago and liked it, but didn’t see any increase in power on the dyno. Not so with the new Power X-Wing (which is substantially larger and has an additional vertical airfoil that the original didn’t have). It gained one horsepower off the bottom up to 8000 rpm, but it is obvious that the big gain is in torque.

ÿÿ (2) Powerband. The increase in throttle response and improved transition paid its biggest dividends with Vet, Novice and Intermediate riders, because they spend more time working off the bottom.

ÿÿ (3) Mounting. The Boyesen Power X-Wing mounts inside the rubber air boot instead of inside the carb throat. The MXA wrecking crew liked this for three reasons: (a) It made installation as easy as pulling the air boot back and sticking the Power X-Wing in. (b) The clumsy unaerodynamic shape of the air boot is where the greatest improvement can be made in airflow. Trying to fix it at the carb throat is too little, too late. The X-Wing is located in the perfect place. (c) By putting the device in the air boot, the venturi size of the carb throat is not reduced by the thickness of the metal.

ÿÿ (4) Added test. Eyvind Boyesen believes in his products, and as the MXA gang was working with him on the Power X-Wing test on our YZ450F and RM-Z250, he mentioned that it worked even better on a Harley-Davidson. We called his bluff and put one in every Harley that the MXA gang has (2006 Street Glide, 1997 Sportster 883, 2005 Electra Glide FLHT and 1948 Panhead with an S&S carb), Shock! It worked. The jetting was improved, the idling smoothed out and power was improved noticeably.

WHAT’S THE SQUAWK? At $129.95, the aluminum wing-thing is expensive, but you aren’t buying the aluminum as much as the testing that goes into the shape of the wings.

RATING: FIVE STARS

We gave the original Boyesen Powerwing four stars because of the way it smoothed out the transitions and improved the throttle response. We like the Power X-Wing even more. Thus the five-star rating. As for our crackpot idea of testing them on our Harleys, we would give them six stars (if there were any such score).

Motocross Action Magazine | MXA PRODUCT TEST: Boyesen Power X-Wing Intake Tract
 
#22 ·
Yes, it will work on a stock carburetor and I am happy to help anyone foolhardy enough to try it.

However, in my opinion, you are wasting your money and time. The stock carburetor is limited and problematic. On your engine especially, you should seriously invest in a HSR carburetor first. Used HSR carburetors are pretty easy to find, or performance cycles sells a 42HSR for about $265. Then the Intelijet is an easier addition due to the long bowl nut and drill locations for the HSR.

Yost Performance has made their Power Tube kit for the HSR for as long as I can remember. This modifies the main jet in the HSR to atomize fuel finer, resulting in up to 10hp. The fuel is adjusted by Mikuni jets in the main location. The intelajet does the same exact thing, except that it is infinitely adjustable and without opening the carburetor.
 
#23 · (Edited)
There is a less expensive version called the Powerjet. I believe it sells for $65. There is no remote control, but you still get the dial-ability of a Lectron powertube.

When tuning with one of these jets, your main and needle jets need be be reduced 4 jet sizes (leaner), for example if you use a #145 main like me, you will need to install a #125.

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#24 ·
Lectron and some Mikuni carburetors come with the fuel tubes from the factory. I hear they are producing the model below up to 58mm now.

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#26 ·
Motorcross Action Magazine added the Torque Wing to the exit side of a throttle body. Turbulance is greater when you have a butterfly opening since the air is spilling through from the top and the bottom versus just the bottom of a slide carburetor.

Lonn probably hasn't upated his website with the new information. I would give him a call (Lonn Peterson). 320-597-2700
 
#27 ·
There's a lot of turbulence with efi rolling off the butterfly on the top and the bottom. But you should give Lonn Peterson a call and let him explain it better.
320-597-2700
 
#28 ·

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#30 · (Edited)
Thunder Products Quad-Wing showed up yesterday. Understanding the mechanics behind this stainless steel wing leads me to believe that it shrinks the HSR42 down near a 21mm carburetor at low to mid throttle. One of the reasons why I chose the 42mm over the 45 was the increased bottom end from increased flow. This may very well make the 42 & the 45HSR really come alive on the bottom, matching it's power up top. I have a lot of mods to do.

Special thanks to to Lonn Peterson of Thunder Products for rushing this out to me for my HSR42! :headbang:


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