Right can warmer than the Left - Honda RC51 Forum : RC51 Motorcycle Forums
 
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post #1 of 7 (permalink) Old 04-24-2011, 06:43 PM Thread Starter
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Right can warmer than the Left

I had a link saved but now...not so much.

While doing routine maintenance I noticed the right can running warmer than the left. Its dyno time soon and I want to fix this before.

If memory serves me correct it usually means one bank is running more lean, correct?

I have never had this issue before so any of you folks ever had this issue please post up.

Thanks.



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post #2 of 7 (permalink) Old 04-24-2011, 07:38 PM
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As stated before, the front cylinder head pipe has a straighter path while the rear cylinder has twists and turns, so more flow goes to the right muffler than the left, even though they join at the mid-pipe section.

I noticed that my Akrapovic didn't have this behavior and both mufflers seemed to be the same temperature.
When I had my pipes off, I looked into the mid-pipe section and noticed Akrapovic placed a diverter into the mid-pipe section to more balance flow between the two.
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post #3 of 7 (permalink) Old 04-24-2011, 09:42 PM Thread Starter
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I was looking at that as well but did not think it would make a noticable difference.

It was the warm up run after an oil change and while checking for leaks etc...I just happened to notice it.

That was a nice engineering move by Akro to think of that too.

Thanks for posting.



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post #4 of 7 (permalink) Old 04-25-2011, 12:18 PM
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the front pass is easier and so the can gets more flow
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post #5 of 7 (permalink) Old 04-25-2011, 12:46 PM
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Noticed the exact same thing after doing an oil change as well and assumed I just hadn't paid any attention in the past. The right can is always warmer and even lets off (passive) more heat after turning off the motor.

SubSailor summarized well, I wrote it off to the exhaust path. Terrible airflow restriction for the left can as compared to the right. Those bends and nineties...
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post #6 of 7 (permalink) Old 04-26-2011, 11:32 AM
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I think some of the aftermarket cans are identical left to right and thus can be switched, with the exception of emblems on the outside going in. Some are not.
Those that can be switched will probably benefit by equalizing their use.
Many of the complete systems are better in this respect equalizing flow on each side or isolating the two.
The science of having 2-1-2 making more power than 2-1 systems I am still unclear on. I could see the 2-2 system having a benefit. When I got the bike first time I started I placed my palm on the one can and the smoke went the other say. Little effect on the engine at low rpm. I think the effect of twin canisters kicks in above 7k rpm. I suspect when it is WGO at high rpm the flow equalizes as the diameters are the same and pressure has built up.
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post #7 of 7 (permalink) Old 04-26-2011, 12:32 PM
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The principle of the 2-1-2 is similar to the 4-2-1.
The 2-1-2 arrangement is essentially 2-2 system except for the joining at the mid-pipe which increases mid-range torque. The placement of the joint is critical depending on where you want the mid-range to be improved, which is often difficult to package on bikes, especially v-twins.

The 4-2-1 or 4-2-2 is similar where the they also join the two outer cylinders and then the joined pairs are then joined again downstream before exiting to either 1 or 2 mufflers.

Again all about balancing the flow and power characteristics at desired areas.
Quite a bit of science, trial & error, and dyno time to get it all right.
And then you have figure a way mount the thing on a bike.
That's why they make the big bucks I guess.
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