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One of the most dramatic improvements in the look of the Victory motorcycle is getting rid of the coffin lid air box. It is relatively cheap, and easy. It also gives the bike a more custom looking stance. Unfortunately it is also very misunderstood. Today's discussion will deal with air management as it applies to Victory, but I will have to use examples from the automotive, and other bikes.
Due to size constraints, air intake on most bikes is a compromise. You need two totally different systems to achieve perfect balance, and there just is not enough room. First, you need a long small-diameter tube for high velocity air at low RPM torque. Then you need an open low restriction chamber for high RPM power.
In a car they have plenty of room, and in fact many newer cars use what is called a dual path intake. Using a valve that opens at a set RPM, they essentially have two intake manifolds in one place.
On HD they use a different approach. There they use an intake that is like a reverse two into one exhaust. It takes air through a single central pipe and then splits it at the heads. This produces reasonable power throughout the rev range, since having both cylinders draw on one source does increase the velocity. However as RPMs go up each cylinder now has to compete for its air.
Now we come to the Vic. Victory uses a dual throttle body with a relatively large diameter intake runner between the throttle body and the intake valve. The 99 had a large volume open-air box that worked just fine. However, the engineers determined that most riders would ride at the bottom of the rev scale (not this rider!). They also were not planning for future upgrades in power.
This is why we have the tubes in the air box. What they do is act like long narrow intake runners. This promotes high velocity air columns to each cylinder. While it works, it has a few drawbacks. First, the gain is only a few ft/lb, and only at low RPM. Next, you effectively have two trumpets under your tank, producing lots of noise. After that you have a very poor shape right where it enters the throttle body, making lots of turbulence in high RPM runs. Finally, the whole thing becomes a restriction as you go past mid-range. The tubes are too small.
Now let's look at the aftermarket stuff. These are all open systems. Yes, you will lose a couple of ft/lb below 2500RPM, but even with the worst the extra volume will give you more horsepower and torque above 2700.
There are essentially only three systems available: 99Vic/Santarosa/Ness. These are all 99-air boxes in different packages. The Vic part is cheapest, but you have to find your own bolts. The other two provide hardware and instructions for about $100.
The 99 box works reasonably well, but the shape at the inlet causes a little extra turbulence. So if you are after absolute power, it is not the best choice. Eagle Cat uses a 360-degree intake on a shaped plate. It promotes a little better velocity, and relatively low turbulence, and abundant volume for high HP. PMRT has an air box which has not been tested on the Freedom motor. However it is the first one to get over 125 HP on the older style bike. I have one, and will be installing it on my bike in the next couple of weeks; it is also a 360 filter. But it has a thick plate with rounded edges to promote better velocity for low RPM.
I personally have ridden Freedoms with both the 99,and the Eagle Cat. With both styles I could not "feel' any difference in low end performance, however one bike with an Eagle Cat, and a Lloydz VFC was noticeably stronger above 3000 rpm. On the dyno both air boxes showed a small drop in idle to about 2500, but both were at least as strong above that, the Eagle Cat a little better the whole way. While you don't need a VFC for these applications, installing one WILL boost both HP, and torque. If you really feel that you NEED that small amount of lost power. Switching to a 2/1 exhaust will bring it back, and give you more all the way.
As I said earlier I will be trying a PMRT box in the next couple of weeks, and will show before and after results, as well as after a VFC.
Many people choose to build or restore older dirt bikes, and by doing this buying your dirt bike can turn into a project or hobby as much as riding the bike itself. By using dirt bike graphics as well, you have the choice of making it look like it’s factory built or completely customized by you. There are standard looking graphics and there are entirely unique customs; the choices are only limited by your budget and your imagination.
Basically a graphic is a graphic design placed onto
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Even with regular maintenance and upkeep, our motorcycles tend to get used and subjected to different elements in the environment. To keep used motorcycle parts as good as the day when we first bought them, regular washing and rinsing will do the trick.
But you should take note how you do your washing. You might scratch parts of your motorcycle.
Scratches are the biggest enemy of any bike's finish. The secret of keeping your used motorcycle parts as good as new is to avoid scratches on your motorcycle. Dirt and grime when rubbed in while washing or drying act
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It isn't just big trucks and cars that haul utility trailers, recreational trailers, or other cargo. Believe it or not a motorcycle can easily have a motorcycle trailer hitch installed and then haul several hundred pounds of materials.
Most motorcycle hitches can be attached to your motorcycle without making any changes to the motorcycle. It's a perfect addition if you are planning a long distance trip where you might need more supplies or perhaps you might even want to invest in one of the motorcycle tent trailers.
There are special trailers that are made specifically for
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When it comes to accessorizing, riders and owners of motorcycles, particularly those that are new in this field, often spend their money in increasing engine performance. Oftentimes, they put their entire budget on performance motorcycle parts accessories like exhausts, fuel injection, mapping systems, and other components to help boost the motorcycle's engine.
But once they experience track riding, the illusion of power as the most important component to gain speed fades fast. In fact, too much of it, without taking into consideration the other factors, may just make your motorcycle more than you can handle. Many have experienced that it could
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Shopping for motorcycle parts can be taxing most of the time, especially when you are on a tight budget. When to buy an OEM or aftermarket motorcycle parts can be very difficult to determine.
But what are OEM parts, you ask. And what about aftermarket?
These are the genuine parts found at an authorized distributor of your brand of motorcycle. They are usually considered as originals because they have the exact same specifications that came with the original part. They are generally more expensive, and almost always recommended by dealers because of the higher income they'll get selling
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