Exactly. Granted, I have not ridden a bike with the header setup posted above, but I can't imagine it changes things so drastically that it inverts the power curve.

 

The MCM + stock header is the only verified way to boost lower RPM power levels.

 

https://www.kawasakiforums.com/forum...timings-44296/

The power boost below 6500 is phenomenal !

 

I might do the MCM when I can find enough free time.
The bike is in constant daily use so it can't have any downtime.

 

I agree. It's impossible to invert a power curve. The three exhaust mods (tuneable disk slip on, chambered headpipe, longer midpipe) only increase low rpm torque enough so the engine doesn't need to be spooled up in order to get the bike moving smartly.

 

Got mine dyno with djfc today 26 hp 18 torque with stock headed and yosi slip on and butterfly delete, lidless o2 delete pair delete twin air filter and crank case breather mod to the airbox opened to 3/8
5000 to 8500 is the sweet spot.

 

That's good to know.
Mine did 25 HP and 16.5 TQ with the stock header, a slip on, and everything else completely stock.
I'm sure the butterfly delete helps to get rid of that "dip" at 7,000 rpm.

 

Bravo Kris250 !
That is better than expected with the stock header + yoshi. Your results open the door to around 28 hp for same build but with full FMF ( megabomb+PC4 ) or Barker system.

If you add the MCM ( cam timing mod ) you will elevate the entire TRQ curve - with around a 20 lb ft peak..

Tooter, that's not a dip, it is your bike suffering from the stock detune programming from off idle to 8000 rpm. Power curve shape is all that is important - peak numbers mean nothing until a proper TRQ curve shape has been created. Delete the secondary valve and dyno tune with a PCFC to restore a proper TRQ curve shape. The difference will be night and day - like getting a whole new bike..

 

To all members: Please understand the way performance enhancements actually work. It is NEVER about peak numbers. It is ALWAYS about how MUCH of the power curve has been raised. The more RPM range you raise, the more you change the performance of the engine. With properly designed mods, you will raise a significant RPM range with a significant "area under the curve" between a "current best" and a previous curve.

Case in point is the Red and Dark Blue power curves below. ( My bike and member Houston's' bike) The peak numbers are same or seemingly insignificantly different. So, let's go "Joe Sixpack" with explaining this: The effects of raising a curve are CUMULATIVE effects - effects adding up on top of each other during a significant time period of acceleration.

The engines'/bikes' are not in the same league - Red is playing high school football, Dark Blue plays in the pro's.

I hope to help some to begin to understand all this..

 

Trust me.
That dip in the dyno chart is from the ECU controlled secondary throttle plate. I dynoed my bike totally stock except for a slip on. The secondary throttle plate holds only half way open up to 7,000 rpms, and then the ECU only opens it above 7,000 rpms.