The Gunson GasTester would Not be recommended after all, only good for static readings, not during riding/driving...not to mention it sells for $240 these days. The AEM UEGO goes for $149(150) and is used when sitting or across the range of operation.
Wish I were still working in engineering, it might be something useful to have in the tool set. Would need to have bungs installed in all four pipes to dial it in precisely. Or every bike you have bungs welded in their header pipes... when you have tuned it then you pull it off the bike and use bung plugs so you are not wearing out the Bosch O2 sensor.
But, returning to school for nearly 2 years in about 10 days...so I will be a broke student again.
Good luck sorting things out. It sounds like you are on the right track.
Did you go with 750 sized CRs or 550 sized CRs for the street? FunJimmy went with smaller CRs for street use than many went with on his Cafe Interceptor and they were not problematic. But, that motor is a 592 or 605 cc now. You are looking at 674cc with the overbore kit right?
Mr JMR himself helped Jim decide on the smaller CRs if I recall correctly. Maybe Mike could point you to calculations on flow for your motor to see if your CRs are way overkill and more of a track setup or the wideband throttle used on a street where you have headroom on flow but, you are not choking the flow down below where it is comfortable operating.
The stock cb550 carbs are capable of handling a 592 or 605, but a set of 750 carbs would feed them a little better in a heavily built high power configuration...or a set of CRs...
I recall this discussion several years ago.
What did Paulage use on his hybrid builds? Before he built the overlapping liner monster? He had a very well running setup in the 650/550 hybrid that was overbored.
Just some food for thought, I am by no means an expert.
So, in the next iteration is it going to be supercharged or turbo charged? Or both?
I like the solid strong pull given by supercharging more than the usual more rush of power turbos provide. There isn't room for a pair of smaller twin turbos, that design approach really shines giving a very smooth and strong powerband...it often eliminates the peaky old turbo or big turbo feel. But, that is achieved with a boatload of sensors and computerized tuning to control the fuel air mix as the turbos do their thing and usually require FI as well.
So, Anders' alternator/stator & rotor upgrade is needed and adapted fro the 550 design...
So, send Anders a running 650 to prototype the stator and rotor mods needed after he has finished with basics on the 550. He could probably do the rotor design mods if he had a set of cases fully loaded with bottom end, but testing and fine tuning it for the 650 will require a running bike. What is a good electronic ignition system for the 650 that it can be standardized on, as the stock CDI is problematic it would be wise to knock two things out...the stator and rotor needs to play nice with the ignition system too.
I enjoy watching and learning. Thanks for documenting and spelling out your understanding of what is going on in your carb tuning. It helps make things clear and if your presumptions are flawed those with more experience can direct you down the right path. Those of us following along get to learn more as well.
David
