Here's the latest offering from Venom Performance! The Venom SS exhaust with a tighter bend headpipe (SS, aka Super short).

John asked me to come in and post up some graphs and pictures of the new exhaust, so here they are!! From what I understand, the price of the new exhaust will most likely remain the same, $495 + shipping. Also, the new SS headpipe will be available seperately, and CAN BE used in place of the 1st generation headpipe for guys who are currently running a Venom system. Price on the headpipe seperately has yet to be determined. Contact Venom Performance for more info on this option.

Here are a couple of comparison graphs on my '04 Honda 530R. Both graphs are showing the 1st gen. Venom exhaust in green and the new Venom SS in red.

1st graph:

Shown in RPM's. The SS has a nice increase from the bottom up to roughly 7000 rpm. At that point, they basically mimick each other until roughly 9500 RPM, where the SS pulls better to the rev limiter.




2nd graph:

Shown in speed (mph). Just a different slightly different perspective. Again, better hp #'s from 30-42mph, and then the same until the Venom SS carries better #'s from 60 to 68 mph.



I will try to answer any questions I can about the fit, design, and performance that I can. Any other questions on price and availability will have to be answered by calling Venom Performance directly.

*Pictures are in the next post*

Later- Kris

Here are some pictures of the new Venom SS exhaust mounted on my '04 530 R.







Here's one so you can get an idea how close it stays tucked in. Noticably less heat on your leg!




Same canister used with both headpipes.





Later- Kris

Is there a seat of your pants difference or can your really only tell when it's on the dyno?

holy chit, look at that flat plane of a powerband..... over 55 from 7k to 10.5k

Looks good Kris.

how accurate is this if it wasn't done the same day???
especially with the temp and humidity being totally different.

Looks good and a nice increase on the top and down low. Not easy to come up with gains after you reach a point. And I have to tip my hat to Venom for offering just the head pipe as a upgrade. Other shops would'nt,you would have to buy the complete exhaust again. Hope Venom gets the YFZ head pipe soon.

I can't wait to get mine. Awesome post Kris!

Thanks John for a great product as always.

hence the adjustment in correction factor....the number 1.00 vs 1.04....assuming same tires...same strapping method...same motor but different jets used to tune for best curve then you can compare the two curves somewhat realisticly...john always seems to have very consistent readings from the same bikes....if we cant compare these then NO dyno charts on the net can be validated because they are all before and after unless the motor is built ON the dyno

what exactly do the 1.00 and 1.04 #'s mean. I can see that on the ss test day it was about 32 degrees cooler, also a bit more humid, but how does it come up with a number difference for the correction factor?

I am surprised at how much larger jet the SS header required

Very nice graphs...that increase in the low end definitely looks like it is worth it. I don't think I've ever seen a 450 based build peak at 8k RPM?

How close is this new header compared to the ESR short bend (MX) pipe?

The correction factor number is automatically calculated by the dynojet software. I don't know the exact way it is calculated, but I have an educated guess that it takes into account air temperature, barometric pressure, humidity, air density, etc, or a combination of these measurements.

Anyways, to try and simplify how the correction factor works.

Example:

Let's say the dynojet software (same as the red dyno run) uses 55 degrees air temp, 29.5 in-Hg (barometric pressure), and 36% humidity as it's baseline for computing the dyno readings. Any run made with these conditions would have a "correction factor" of 1.00

Now let's say (in keeping in line with the green run on the graph), the air temp is 87 degrees, 29.25 in-Hg, and 16% humidity, the atmospheric conditions aren't near as good. Even though the barometer and humidity are less of factors, the engine won't run nearly as well when the air temperature is 32 degree's hotter! Hence, to make a more fair comparison on the dyno, the software implement's a correction factor of 1.04 Meaning, the software added 4% more hp and torque to the reading to make it comparible to the baseline. So, in actuality, the quad only pulled roughly 56.5-57 hp on the dyno, and then the software added the 4% correction to make it more of an "apples to apples" comparison to other runs.

On the other hand, if you made dyno pulls at say 45 degrees temp, 30.5 in-Hg, and higher air density (more oxygen in the air), which would be better "air" than the baseline stored in the software, you would have a correction factor of less than 1.00, say .97 The dynojet software would then subtract 3% hp and torque from the readings and plot it on the graph.

I hope that helps!

Later- Kris

The main jet difference is mostly attributed to the much better air temp during this session (55 degrees compared to 87 degrees w/ the 165 main jet). Although I would guess that this headpipe might require 1-2 jet sizes higher than the original (all else being equal).

I'm assuming you are asking how it compares "bend wise".

I've seen the ESR short bend pipe, although I don't have one to compare to directly. I'd say the bend on the new Venom SS headpipe is very close to how tight the bend is on the ESR. But, I haven't seen an ESR up close for a year or so, just going off of memory. I've slept since then, lol.

Later- Kris

Amazing pipe wish i could afford one

anything in the works for yfzs?

correction factors are an interesting thing...ive watched them literally change through out the day out here in colorado...in the morning the dyno room was cold and correction was about 1.20 (5000 feet elevation naturally is about 20% thinner air then sealevel so 1.20 is our common corrections. As the day went on and hours of runs the temperature was up in the 80s and almos 90s...and the correction factors followed suite up to the mid 1.20s..its a bizniggle because youve always go to b on top of the jetting as temps rise but you also learn very wel how your motor responds to temps through out the day!

Yay got mine today...Looks like I better remember to grab some jets to take to Silver tomorrow.

Thanks for posting these 450r pics and graphs Kris!

For what it's worth here is the yfz version...