First things first, any dyno operator worth his salt is more than likely going to detect things like a slight misfire in a controlled environment that someone will on the road. Similar can probably be said about a tired clutch, or even a worn chain/sprocket(s). When the bike's not bouncing around on an uneven surface, and you're not having to concentrate on some idiot about to pull out on you from a side road, you can give a lot more attention to what's going on with the motor, so I would say it's well worth going through it all, just to check. He may well have expected more himself, and was just trying to let you down lightly though!

As for the power... that's pretty much what I'd expect with a standard airbox. If the crank's bot been done by someone competent, that can cause you issues too. Any fraction out of true, and it can affect the timing, which can very easily knock off a bit more power. Would've been handy to see all of the sheet to see the scale.

Here's a wire-spliced R5K [same bike in both graphs] with an unmodified and modified airbox lid [and reject to suit]. Stock exhausts and stock needles. They won't go unless they can breath!




Obviously you cannot directly compare numbers on two different bikes, on two different dynos, run by two different operators (even though both graphs are from a Dynojet 250), but you can compare the shape of the graphs, and get an idea of what to aim for.

At the end of the day though, I'm afraid you can't beat taking the bike to an NSR specialist. Even an RS specialist, or someone who does "loads of different 2-strokes", won't necessarily know all the little quirks of the NSR series, and what to expect from them.
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Andy.
NSR-WORLD.COM

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