Cone air filters
- Thread starter nobbyjohn
- Start date
SEAL-rider
Active Member
I no expert, but from what I have learned from John Sachs cone filters can reduce power. You end with with too much velocity through the throttle body. You might want to bore it out to slow down the air. Talk to Sachs. I have been told to stick with the stock air cleaner. I have a John Sachs bored out G Carb with Thunderjet and the difference over the E Carb is amazing. I also think it tunes easier allowing a smaller main jet, filling in the top end with the Thunderjet. For the price of a cone filter setup you can get Sachs to do your carb and unleash a lot of power and it just runs smoother through all RPM.
nobbyjohn
Active Member
Problem with that is I have a Triple XXX that is chrome, and after spending that kind of money on it I would kind of like to show it off.
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nobbyjohn
Active Member
Yea I know your right , I was just hoping something new had come along.
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SEAL-rider
Active Member
It would be nice to find a cone filter with a chrome cover over it so the filter does not see high speed air and pulls air from the back of the cone cover opening.
Unsprung
In the Potters hand...
Less vibration, more power? I may have to call John.
liferider
Looking forward to retirement
That’s incorrect
TapioK
Well-Known Member
What kind of hp and torq dyno showed?
Olde Man
Active Member
Vernon I don't have a problem with mine and I run it facing forward. I think I had to remove a bowl vent screw. It wanted to surge when I just cracked the throttle a little. It would almost throw you off the bike, real touchy. The idle circuit was rich and when the throttle was cracked it allowed the extra air to lean it and it would jump. I adjusted it out with the idle mixture screw. Go for it.
nobbyjohn
Active Member
Hi old friend, good to here from you. Yea John I removed the vent screw and we have been playing with the idle mixture still won't perform. John can you send me a picture of your's and maybe the brand or manufacturer. Would greatly appreciated it.hope you and your family had a great Christmas and the new year is a kind one .
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Olde Man
Active Member
I use a D&M cone spike. I did not feel any seat of pants loss of hp when I installed it 6 years ago. I think the problems with this type of air cleaner is the 90 Deg elbow. Any time air makes a turn it tend to compress or collect on the long turn radius or outside of the turn. It does not fully expand and fill the pipe until it has traveled about 5 or six pipe diameters past the turn. This all is relative to the airs velocity. This means that the air is not going through the carb evenly. More air velocity on the left if it is facing forward and more velocity on the bottom when they are installed facing up. I don't know how that affects a XXX carb. Maybe someone who has one installed on a XXX will chime in and maybe someone would offer to sell you one.
BWG56
Guru
I know this isn't a spike but maybe this is why S&S has the dual runner to obviously increase the air volume and it is a dyno proven power adder but not a huge gain.
Olde Man
Active Member
Maybe John Sachs could verify the difference in velocities in the long and short side turn radii in a cylinder head. My experience is more elated to 60,000 cfm and 600 fpm air flow measurements. I am assuming it is very similar on a smaller scale. I have never calculated the air velocity@ 15" vacuum.
francoblay1
The Spaniard
What size Mikuni would be ideal for the 117 ci ???
liferider
Looking forward to retirement
The Mikuni 48
Mikuni: HSR42/45/48 High Performance Carburetors for Harley-Davidson motors
Go To: Data Sheet & Exploded View(downloads PDF file, .9mb)
Details & Application Notes:
Mikuni's new HSR48 is a special version of the proven HSR42 carburetor. Its purpose is to provide maximum airflow for the most demanding high performance engines.
The amount of power any engine can deliver is directly related to the volume of air it can use in a given time together with its efficiency in using that air. Everything else being equal, more air equals more power.
Leaving port and combustion chamber design aside, airflow through an engine can be enhanced or limited by anything it must pass through. A restrictive air cleaner assembly, a too small carburetor, restrictive intake manifold and a restrictive or poorly designed exhaust system can (each or all) limit power output. The HSR48 was developed to deliver additional airflow to highly developed engines.
Modified Harley or Harley-based engines tend to fall into one of three categories:
1) Modified stock --- This engine typically has stock cylinder heads, a high flow air cleaner, high flow mufflers, perhaps a bolt-in cam and (Hopefully!) a Mikuni HSR42 carburetor.
2) Highly modified --- A hotter cam, professional cylinder head port work, a more specialized exhaust system, high compression pistons and (Please!) a Mikuni HSR45 carburetor.
3) All-out ground pounder --- Highly modified heads, a displacement increase, either by way of fitting larger pistons, a stroker kit or both. This engine is more likely to be a special engine, built from the ground up to be stronger and to process more air than even a highly modified Harley motor. This is the sort of motor that should have the HSR48.
There is little to be gained from installing the HSR48 on an engine with stock cylinder heads or one that is going to be fitted with an exhaust system more suited to looking good than passing gas. The number of bolt-on performance options becomes very narrow when one attempts to get their engine above 100 (or so) Horsepower. We advise that you carefully consider the suitability of other performance components when you consider installing the new HSR48.
Our HSR48 is slightly larger than either the HSR42 or the HSR45. It is taller and the spigot (engine side) is larger in diameter. This may result, with some installations, in interference problems with chassis parts. We do not make special manifolds for engines with non-standard cylinder head spacing or larger diameter intake ports. However, our HSR48 kit includes our rubber flange adapter that fits the S&S "G" series manifolds.
The large variation in "Ground Pounder" engine configurations together with the relatively small number of such engines limits Mikuni's ability to produce special manifolds. You may need to cut some metal.
Airflow:
The stock Harley CV40 carburetor flows about 185 CFM (cubic feet per minute) when flow is measured at a pressure difference of 12 inches of water. All the Mikuni HSR series flow considerably more:
Stock Harley: 185 CFM
Mikuni HSR42: 213 CFM
Mikuni HSR45: 237 CFM
Mikuni HSR48: 270 CFM
If carburetor airflow were the only factor, the HSR48 could deliver almost 50% more power than the stock carburetor. It isn't, of course, but a 50% gain could not be realized without a high flow carburetor.
In fact, one of our test "48's" was fitted to "Fireman" John Kownacki's 113" Evo-based motor with which he then recorded 156 Horsepower on a Dynojet 150 Dyno. This is a streetable engine and Mr. Kownacki prides himself on the fact that he rides it nearly every day.
If you think your motor is a candidate for an HSR48, contact your favorite dealer. The "48" is available from all the usual sources.
Mikuni: HSR42/45/48 High Performance Carburetors for Harley-Davidson motors
Go To: Data Sheet & Exploded View(downloads PDF file, .9mb)
Details & Application Notes:
Mikuni's new HSR48 is a special version of the proven HSR42 carburetor. Its purpose is to provide maximum airflow for the most demanding high performance engines.
The amount of power any engine can deliver is directly related to the volume of air it can use in a given time together with its efficiency in using that air. Everything else being equal, more air equals more power.
Leaving port and combustion chamber design aside, airflow through an engine can be enhanced or limited by anything it must pass through. A restrictive air cleaner assembly, a too small carburetor, restrictive intake manifold and a restrictive or poorly designed exhaust system can (each or all) limit power output. The HSR48 was developed to deliver additional airflow to highly developed engines.
Modified Harley or Harley-based engines tend to fall into one of three categories:
1) Modified stock --- This engine typically has stock cylinder heads, a high flow air cleaner, high flow mufflers, perhaps a bolt-in cam and (Hopefully!) a Mikuni HSR42 carburetor.
2) Highly modified --- A hotter cam, professional cylinder head port work, a more specialized exhaust system, high compression pistons and (Please!) a Mikuni HSR45 carburetor.
3) All-out ground pounder --- Highly modified heads, a displacement increase, either by way of fitting larger pistons, a stroker kit or both. This engine is more likely to be a special engine, built from the ground up to be stronger and to process more air than even a highly modified Harley motor. This is the sort of motor that should have the HSR48.
There is little to be gained from installing the HSR48 on an engine with stock cylinder heads or one that is going to be fitted with an exhaust system more suited to looking good than passing gas. The number of bolt-on performance options becomes very narrow when one attempts to get their engine above 100 (or so) Horsepower. We advise that you carefully consider the suitability of other performance components when you consider installing the new HSR48.
Our HSR48 is slightly larger than either the HSR42 or the HSR45. It is taller and the spigot (engine side) is larger in diameter. This may result, with some installations, in interference problems with chassis parts. We do not make special manifolds for engines with non-standard cylinder head spacing or larger diameter intake ports. However, our HSR48 kit includes our rubber flange adapter that fits the S&S "G" series manifolds.
The large variation in "Ground Pounder" engine configurations together with the relatively small number of such engines limits Mikuni's ability to produce special manifolds. You may need to cut some metal.
Airflow:
The stock Harley CV40 carburetor flows about 185 CFM (cubic feet per minute) when flow is measured at a pressure difference of 12 inches of water. All the Mikuni HSR series flow considerably more:
Stock Harley: 185 CFM
Mikuni HSR42: 213 CFM
Mikuni HSR45: 237 CFM
Mikuni HSR48: 270 CFM
If carburetor airflow were the only factor, the HSR48 could deliver almost 50% more power than the stock carburetor. It isn't, of course, but a 50% gain could not be realized without a high flow carburetor.
In fact, one of our test "48's" was fitted to "Fireman" John Kownacki's 113" Evo-based motor with which he then recorded 156 Horsepower on a Dynojet 150 Dyno. This is a streetable engine and Mr. Kownacki prides himself on the fact that he rides it nearly every day.
If you think your motor is a candidate for an HSR48, contact your favorite dealer. The "48" is available from all the usual sources.
I run my spike up on the 04 Ridgeback installed it and running a 31 INT and 78 Main and run a short FSD exhaust. I get about 40-42mpg/160 miles on a tank
Never had any issues runs without issues at all speeds and I never even removed the AUX Vent on the carb because the D&M mount came with the standard S&S vent hole required.
Stock G Carb
Thanks to Jonathan for the pic.
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Never had any issues runs without issues at all speeds and I never even removed the AUX Vent on the carb because the D&M mount came with the standard S&S vent hole required.
Stock G Carb
Thanks to Jonathan for the pic.
Sent from my 2PS64 using Tapatalk