Carburetor engereers couldn't design a carburetor, providing enough air/fuel over 6000RPM.
So V-max engineers had to find a solution, glorified as bike science discovery.
AFAIK this problem was solved by car carb engineers gazillion years ago: carbs have some kind of "power valve", providing extra fuel at higher power modes.
BTW, my 92 ZX11 had similar power (146HP), but Kawasaki guys didn't need V-boost to get there!
Maybe V-boost had only one goal, to attract buyers.
Let us see if we can use car carburetor instead of Vmax carbs + V-boost (theoretically)
We just need to find a car with at least 145 HP (same air and fuel amount), no big deal!
That is just wrong and shows a lack of knowledge about the purpose of V Boost.
It is very feasible to use a carburetor to provide sufficient air/ fuel over 6K but this will reduce the available torque at lower r.p.m's.
The bigger the venturi you choose the bigger the effect on torque at lower revs.
That solution would be OK if all you were interested in was maximum power as in a sports motorcycle but this is not suitable for a cruiser wher a big fat torque curve is what the doctor ordered.
Utilising a power valve would correct any leaning off of the mixture during acceleration but has no effect on a constant throttle.
The issue is not how much fuel you can pump in but how much air can go through a venturi of a given size and pressure drop.
This explains the principles of the venturi. Note what is says in '
Carburettor Venturi and vaporisation' The aim is to get the fuel droplets as small as possible which will allow the mixture to burn quicker and this give a higher brake mean effective pressure (BMEP) i.e how much pressure is exerted on the top of the piston during combustion.
Whilst I may be wrong here it may also contribute to lower emissions?
Back to V Boost - small(er) venturi will give higher venturi air speed = better fuel atomisation = smaller fuel droplets = better BMEP = higher torque a low engine revs.
As the small venturi size limits how much air can be flowed at higher revs V Boost sidesteps that problem by drawing mixture from another carb.
Or to put it another way - you get high torque spread over a much wider rev band than would normally be possible.
Whist your ZX11 may have produced the same power I would like to see how the torque curve compares with the Max.
I seem to recall that Holly carbs have been tried but as they do not feature regularly I suspect this is because at best it isn't worth the effort or it is less effective than what is OE.
The skeptic in me thinks that given the time the Max has been around if there was a better solution someone would have come up with it by now
V Boost was
one solution to the problem engineers faced and there have been others e.g. Variable venturi's, additional ports that open at higher revs and so on.
They may also have been sent down this route due to patents on other solutions?
I'll always applaud those who want to try something different and look forward to hearing the progress you make.
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