Was looking at the single and duel carbs and was curious if there are any pros and cons to have having either. Is the hp/performance the same or different.
I'm curious as to what you're trying to achieve. If you're simply going for more power, I wouldn't bother with twin carbs. I don't think you'd get ENOUGH additional power to feel satisfied with the money you spent to get there (I may be wrong).Was looking at the single and duel carbs and was curious if there are any pros and cons to have having either. Is the hp/performance the same or different.
Here's a diagram showing how the main jet fits into the jet holder and the slow/pilot jet. If you don't know the main jet unscrews, it's easy to assume the whole thing (jet + holder) is the jet. The slow jet is replaced as a unit. 1986 Honda CMX250C A CARBURETOR | Cheap Cycle PartsOnly pilot(assuming pilot) jet was replaceable. Weird cause my main jet didn't look like what I got in the rebuild kit. And couldn't really find a kit with that same jet.
I'm not sure resistance is the correct term. For the non-Aussie/Asian bikes, going with dual carbs involves sourcing the correct intake and buying the dual carbs, which isn't cheap. Ditto for the internal engine mods, especially if you have to pay someone else to do them. Wjmrty is an accomplished mechanic/machinist with the skills and equipment needed to do those modifications. If someone wants to modify their engine for more power, I say go for it. But for the average rider, it's just easier and cheaper to get a bike with more power from the factory than try to boost the CMX250 engine to its potential maximum. Possible and practical mean different things to different folks. Can't find the link, but Honda made a one off 250 that made ungodly amounts of power on the track. Think it still holds the records in its class. But they had the engineers and resources to make that happen, and cost wasn't a consideration.I do not understand the "resistance" against dual-carbs. And most among those that never tried it.
Also the negative tones that exist here, when tuning is mentioned/asked for.
(While tuning a Briggs & Stratton is ok)
OK, more CID is always the easy answer. But it is NOT always practical, wanted, possible, or what members ask about.
AND, it is possible to get more power (and speed) from the 250cc. It may cost, it may reduce the lifetime of the engine...so what?