Makes sense. When setting up EFI advance curves in many of our local GM
V8's and V6's the maps invariably end up with a mountain shaped rise at
low to mid rpm and a gentle fall, or levelling out as the rpm's climb. For
example, aggressive spark from idle through to about 3500 (say up to 30
degrees) and then a slope of 3-4 degrees down for each 250 rpm up to 4500
at which point it remains linear at the last reduced point ( max. of say
22-24 degrees plus a base setting).
Wish I could do that with the bikes ignition, just for fun. Any advance
curve fooling as you said would obviously be primarily designed to enhance
response and driveability not peak rpm power.
Haven't followed all your pilot changes, do any of them apply to my stock
'99 with Mark's pipe? The only thing I did was fit 157.5 Mikuni PAJ #2 to
replace the OEM #170's. I definately noticed a slightly smoother pull at
low throttle but nothing as startling as you allude to. Your combo must be
totally different.
Sam Blumenstein #795
TC wrote:
>
> I still regard this modification as more of a driveablity thing and
> not something to aid top end dyno hp unless you are dealing with a
> special fuel like VP Red etc .....
>
> I have been in such awe after the pilot jet changeout that I am still
> getting used to the new feel and watching closely to make sure
> everything really is OK ...
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