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demus, yes, sir, that bike is really nice, I like the daylights outta it. It has to be a full-on blast to ride.
One thing to consider, ALL engines have the same torque and horsepower at 5,252 rpm's. From there, it goes all over the place.
There is so much more to all this than has been touched upon so far. Kevin Cameron, Erv Kanemoto and I were discussing this stuff one day eons ago, and we all sort of came up with the same idea at once, engines, although they are metal and other things, are also LIVE entities, much like humans, in that they respond to changes much like a human does. Long before exhaust power valves came along, Kevin and I had come up with the idea that some sort of valve, either mechanical or electronic, would be nice to change exhaust volumes in two stroke primary pipes. Kevin's idea was much the same as a camera aperture device, opens as a round hole that gets bigger/smaller.
Honda chose a different method for their 500 3 cylinder and earliest 4 cylinder 2 stroke race engines, they used part of the computer to regulate injecting water vapor to create steam, into the primary pipes, to change the volumes of them. Very clever.
Another hair brained idea was to build the pipes so that the center section could be shortened and lengthened as engine load prescribed, by running two sections of metal pipe inside each other. One on the front cones, the other on the rear cones. Not so clever.
As I said, the discussions here are basically just touching the surface, it gets a lot more involved as you go. Just about every area that can be altered, alters something, or more than one other area, which changes something else, and goes on, and on, and on.
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FAQ
If so, that is exactly at same rpm as Walms 500 with Clough pipes at RB bash. Isn't that correct Andrew? And same number for your torque pipes, 5700?
With these engines we had to modify the clutch basket to put the ring on the outside from the H2.
