Recent content by DavidBoren

Sorry for the third post [in a row], but I felt this deserved its own post to possibly spawn further conversation... Wouldn't the blade, itself, kind of work as a makeshift dynometer... being able to "read" changes by what rpm you can achieve? Doesn't the mass/inertia of the blade provide load...

So I will turn it up to ~3500rpms... which is both where Honda rates its output, and where I reach the ANSI maximum recommended blade tip speed. I will then tune it rich of peak at 3500rpms. That will require me to get a data logger with both EGT and CHT sensors, an O2 snsor, and a...

Interesting... this is the first account I have heard of related to such [critical blade failure related to frequency]. Assuming you were simply running high rpms and the blade failed without contact. This also assumes the mechanical connection was sound, and the blade wasn't loose or otherwise...

Correct. I am going to turn up the RPM's on my 160cc until it meets the air/fuel demand of the 190cc running at the speed Honda rates the output of these motors... in my particular case, I have to take my 160cc from ~3100rpms to ~4100rpms to meet the demand of the of the 190cc at 3500rpms...

Other hobbies? Paintball... I love tinkering with paintball markers. I have more paintball markers than I can count, and most are "in progress". Real guns, as well, particularly long range precision rifles... and reloading... it's as much an art as it is a science. And, Dungeons & Dragons...

I should probably clear up something I was mistaken about in post #9. The holes below the shoulder in the 841 and WA1 emulsion tubes are the ports at the level of the fuel in the bowl. I was under the impression the fuel level was closer to midway up the tube, but it is at or below that lower...

Holy crap... I was wrong... WAY wrong... A single-sided swingarm for a 200hp motorcycle is 10,000 freaking American dollar... $10,000.00!!!!!!!!!! My bad. Nevermind that suggestion.

For reference, the 2hp Honda [Marine] outboard has #65/#35 stock jets... two freaking horsepower... #65 main jet. Their 5hp outboard has #75/#40 jets. Why does my 5hp lawn mower have a #55 main jet in it from the factory? Who did this to me? Grr...

Could you just fix the sled? People drag race those things on drag strips... race them on sand dunes... salt flats... snowmobiles show up in all kinds of places that have never seen snow. There are tracks and skids for pretty much every surface you could take a go-kart. And... you have snow...

My mower has Honda's GCV160 engine on it, and the next step up in that engine family is the '190... so I set my sights on the GCV190's advertised performance as my benchmark/goal. According to my calculations, derived from formulas and calculators available online, I would need to spin my 160cc...

I don't even have a go-kart. Lol. I joined this forum because I know people use lawn mower engines in their go-karts, and I figured I could probably find some good information regarding the modification of said lawn mower engines. It's not even a riding lawn mower that I am tinkering with...

What are people's experience(s) with add-on power jets? I like the idea of adding another circuit to the carb... and the way a power jet is pretty much always active, it overlaps both the pilot and main circuits. This overlap in circuits seems like it should help midrange/transition tuning...

Cut the limiter tab off... I love it.

One of these days... I am going to change my main jet from the 055 to an 065, and probably swap my 901 emulsion tube for the WA1. I have not taken my carb apart, yet, so I actually am just going off parts diagrams for the 055 main jet and 901 emulsion tube said to be present in my carburetor. We...

The 16166-Z8B emulsion tube family pictures... 841 901 911 WA1