Fuel Moto 2010 Streetglide Dyno & Test info

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sexy asian

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Jamie,

Website looks good. Great job with the clips. You said there would be a new 2-1 system coming out, I didnt see any info on that, still in the works? Also, will u be putting up clips with the alternate baffle?
 
Fuel Moto 2010 Streetglide Dyno & Test info

I have a 09 BLACK Road King and while I like the concept and the looks of the Carbon Fiber Aluminum Muffler I am uncertain of how it would look on a black bagger.

For example if a person was going for the black-out look the aluminum inlet and outlets would contrast with the black-out look. By the same token going for the chrome look. The Black carbon fiber breaks the flow of the chrome. The black out look could be easily fixed by offering black inlet and outlets as an option.

Maybe they just need to grow on me a little bit.

Also, the bonding process that is required for the end attachment restricts the turning of the end caps at the owner
 
Due to customer feedback and response we are making a slight change to the Jackpot PowerTube muffer. This is a slip on muffler that fits 2010 Street Glide and Road Glides models with factory 2/1 systems. We are changing the end of the muffler to a slash cut, and along with this change we are going to offer a optional billet end cap available in Black HPC or polished finish which will feature the CNC machined Jackpot logo. This was a last minute production change and we will get updated pictures on the website when available. Quite a few from this forum have them on pre-order with us and I just wanted to post an update. Thank you all for your support.
 
We have been extensively testing exhausts and other products on our 2010 SG and can note a few details. As expected, the EFI is very lean thru the entire cruise range. The AFR target is 14.6:1 when in closed loop and the logging we have done with a wideband has shown a measured AFR of 14.5-15.0:1. While this closed loop strategy has not changed from previous models, issues come into play from a heat standpoint not only from the engine but from the catalyst. The testing we have done does not show a significant loss of power with the catalyst in place as we are getting pretty good Hp/Tq #s, however the catalyst has a dramatic parasitic effect as exhaust temps increase and it dissipates heat. A strategy the Motor Company uses to prevent problems is to then overly fuel the transition area which on the 2010 bike is overly rich. We have seen very good improvements in cooling, throttle response, and performance with tuning our stock bike to correct the AFR and igntion timing, and have seen even better results by changing the air cleaner and muffler and EFI tuning. I did some direct comparisons on the dyno this week with the stock EFI on the stock bike, with the PC-V tuned on stock bike, stock EFI and Jackpot PowerTube muffler, as well as the Stage 1 air cleaner PowerTube muffler and PC-V, all of these done on the same bike, same day, same dyno. I will try to get the charts posted here tomorrow.
 
I'm confused. Can you explain in greater detail what you mean when you say "does not show a significant loss of power with the catalyst" and then
"catalyst has a dramatic parasitic effect as exhaust temps increase".

These statements seem quite contradictory particularly if you're dynoing a bike after it has been fully warmed up. How can the cat be both parasitic to the engine and at the same time not result in a significant loss of power, particularly after the engine is warmed up.

Shouldn't it be one or the other?
 
I can better explain. What I am referring to is that the catalyst itself is not that restrictive from a flow standpoint when tested on flowbench but as it gets hotter and hotter it is a parasitic effect as it builds and dissipates extreme heat and causes the loss of performance. For example, normally on the dyno to get a baseline you will make 3-5 runs and use an average of the runs and typically the Hp/Tq numbers will increase in the rirst couple runs until they fall off slighly. On the catalyst equipped bike after 2 runs the performance drops off pretty signifigantly. Note all of our testing is done with 5000 CFM's of air directed at the catalyst.
 
Jamie

Hi, I am interested in an exhaust system for my Dad's new 2010 SG Trike w/ the 103ci engine.

Are the exhaust systems the same for a trike or are they different setups?
What can we do or you reccomend for a decrease in heat and slight increase in sound on this Trike.
Thanks So Much....
 
The headpipes are different on the Tri Glide so our Jackpot headpipe will not work, however you can use our Jackpot Dyno Tuned mufflers which will work great.
 
Here is a specific dynochart comparing the following:

Stock 2010 SG

2010 SG with Jackpot PowerTube slip on muffler

2010 SG with Jackpot PowerTube slip on muffler-Stage 1 air cleaner-Power Commander V.

For comparison these runs were done on the same bike, same day, on our dyno about an hour apart.
 
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