My Evo was at 75/86 TQ, fairly mild build with W6 cam, 10:25:1, Hillside heads, Super E, D&D fat cat. 12.4 @106

 

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One of those scenarios where, Not only looks good but it goes good... Yeah baby.m.

 

I love my Super E on my Shovelhead.... it's jetted as good as can be but I can "feel" where that missing fuel circuit is between where the pilot circuit crosses into the main circuit. I may send mine out for a Thunderjet install! My FXDX runs a Mikuni but I refuse to put one on the Shovelhead nope never NO.

 

A thunderjet will not cure the transition from intermediate to Main... You'll need to mess with the air bleed to get a smooth transition there..

 

Which is part of the ThunderJet modification.. Right in the Directions..

 

Yes it's part of the equation, of course it is... If you weren't going to use the ThunderJet you can't go with a small main jet to keep the transition from fattening up.. You will also need an external air bleed to be able to properly tune it in, unless you want to keep taking the bowl off... You're also going to need a Wego 3 cuz I don't think 10% of the people out there can tune a bike without it when it comes to three circuits on an S&S... It's very difficult and to all you dyno haters out there good luck trying to tune it out at the track for top speed..

Edited,: forgot to mention too that you need to change the signal in the float bowl by changing the location of the bowl vent.. EPA wanted the fumes to be sucked back into the carburetor which screws with the signal, It literally changes atmospheric pressure in the bowl.. So you need to open that up to atmosphere because the last thing you want is negative pressure in your bowl.. Doing that alone will change the transition from intermediate to main..

 

Some of us hate the dyno because they did mess with a dyno tuner(s) tuning the thunder jet… A LOT.. and after all that time and money, all that aggravation and multiple different reputable dyno tuners your results were just finally as good as the stock S&S before the thunderjet.

 

Maybe at the peak numbers but definitely not in the mid-range. And that's where the difference lies with a thunder jet because you're not too fat in the mid-range which would be 3- 4,000 RPM.. To rich will lose power..

 

There is No Way that an additional fuel circuit can improve HP..(MPH).. Too Rich is Too Rich! The T-Jet is for Manners..If you have already Tuned your Carb...There should be No Change in Total Fuel delivered (at WFO), The Difference is a Linear progression of Fuel atomized with the available Air.=Smooth fuel (power) delivery.
Again, you gotta Know exactly how the thing works, and tune accordingly, otherwise the T-jet would be a Terrible investment.
I suspect few remember the PowerJets and such, that were introduced for the Ka-Sneeze, and the round slide Mikuni! Disappointed the folks that thought they resulted in more Top End, by throwing More Fuel in.

 

I never said anything about WFO so don't put words in my mouth...