jensey wrote:Hi LM,
The ideal air / to fuel ratio would be around 14.7 to 1. if it's higher then 14.7 to 1, for example 17 to 1 it's a lean combustion, when it's lower then 14.7 to 1, for example 10 to 1 it's a rich combustion.
In the chart you can see the red line being between 5000 to 9000 rpm around the ratio 12 (to 1). The blue line between the same rpm range is around 14 to 1.
The 14.7 to one is only theoretical, at high rpm's around 12 is good for the combustion and cooling on these older bikes, on the other hand 16 to 1 in the around 7000 rpm is just way too lean.
If I would ride this classic bike for a longer time around 7000 rpm, it would cause serious engine damage.
Between 4000 and 5000 rpm it seems even worse, the blue line is showing a way to lean mixture, not healthy. Normally the engine doesn't have to deliver much power (load) around 4000 to 5000 rpm, so it isn't that dangerous, but that changes when riding the bike with a passenger in fourth gear going up hill.
To answer your question, I rather have the red curve on both cylinders, but could be a little better when the red line stayed between 13,5 to 12.5 all the time.
@ JAS67 :I think Honda didn't exaggerate, but the way they measured was completely different then nowadays. Remember, Honda showed the crank power in those days. The powerloss between crank and rear wheel are big in older machines.(28 HP factory claimed, probably, more like 20-23 in real life)
Jensen
Finally got a nice one!
Thanks for taking the time J. ..................lm
Not very much lately, but here a link to a vid of the CB450 on the dyno :
https://www.flickr.com/photos/40215250@ ... ed-family/ https://www.flickr.com/photos/40215250@N04/27594733506/ In the big aluminium tube, attached to the muffler, an intake for the gas analyser can be seen. assembly of Japanese motorcycles requires great peace of mind (Pirsig)
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