Everything You’ve Ever Wanted To Know About Motorcycle Exhaust In a four-stroke system, as the exhaust valves begin to open,
s the exhaust valves begin to open, a pulse of exhaust pressure
Kevin Cameron dissects motorcycle exhaust
By Kevin Cameron September 5, 2018
Two-stroke pipes have a distinct shape consisting of two megaphone sections turned on each
other in order to tune both the positive and negative pressure waves to the piston position to
remove exhaust gases and charge the fuel mixture. Jeff Allen
Few elements have as large an impact on a motorcycle’s design as the exhaust system. From
header to exit, the gently curving shapes help define some of our favorite bikes, but the
shapes are far from purely aesthetic.
Exhaust gas contains useful energy in the form of velocity, and smooth shapes minimize the
loss of that energy. A piston’s full-throttle power stroke begins with combustion gas at
roughly 1,000 psi a few degrees after top dead center. That pressure falls rapidly as it pushes
down the piston, transmitting power to it. At the moment the exhaust valves or ports begin to
open, roughly 100 psi is all that’s left of combustion pressure.
Bikes
How Do Motorcycle Exhaust Pipes Work?
Cycle World Technical Editor Kevin Cameron answers your engineering and mechanical
questions
Can’t we go on expanding that gas with the piston to get all its energy? We could, but we
don’t because the exhaust valves have to begin to open before bottom center, and such low
cylinder pressure is more efficiently used in another way: in a tuned exhaust pipe.
Automotive engines increasingly recover exhaust energy in turbo-chargers, but so far,
seriously turbo-boosted power has been too sudden for casual use on a motorcycle. Therefore
exhaust energy is put to use as sound waves.
Both positive (pressure) waves and negative (suction) waves, moving in correctly shaped
ducts, can be used to assist piston motion in removing spent exhaust gas and refilling the
cylinder with a fresh charge.
The basic rule in shaping exhaust pipes is that anywhere the duct increases in cross section, a
passing exhaust pressure pulse will expand, thereby radiating/reflecting a negative wave back
upstream. Anywhere the duct decreases in area holds back the pulse, causing it to reflect a
positive wave.
Modern four-stroke exhaust systems employ designs that include devices such as
electronically controlled valves to control noise levels and tune power delivery. Jeff Allen
enters that cylinder’s header pipe. When it reaches a point of duct enlargement—either where
the header joins a larger collector or joins a tapering megaphone—it sends back a negative
pressure wave toward the engine. Header length is chosen to make that negative wave arrive
at the cylinder during valve overlap—the period around top dead center at the end of the
exhaust stroke when the exhaust valves have not quite closed yet but the intakes have already
begun to open. That negative wave enters the cylinder, at first extracting inert exhaust gas
from the combustion chamber above the piston, then entering the intake system to cause
intake flow to begin entering the cylinder even before the piston has started to move down on
its intake stroke. This boosts torque by 1) preventing dilution of the fresh charge by leftover
exhaust gas; and 2) by giving the intake process a head start.
Because negative and positive waves alternate in the exhaust pipe, at some lower rpm, it is no
longer a negative wave that enters the combustion chamber during valve overlap. It is a
positive wave, which stuffs exhaust gas back into the combustion chamber, back through the
intake valves and into the intake system. This, by diluting the fresh charge that the piston is
about to take in, causes a drop in engine torque. This is the “flat spot” that all engine builders
and racers are familiar with. Nature gives, but nature also takes away.
Highly tuned and exceptionally light exhaust systems such as this closed-course competition
Yoshimura Alpha T titanium system maximize header length and exhaust flow to increase
torque and horsepower. Jeff Allen
Two-stroke pipes look completely different. They begin with a slender header pipe just like
that of a four-stroke, followed by a megaphone-like horn. Then the difference appears: After
the horn comes a center section of constant diameter—after which the pipe quickly tapers
down as a reverse megaphone—to a small-diameter “tailpipe” (which might be invisible
inside some form of muffler).
As a two-stroke’s piston, descending on its power stroke, begins to uncover the large exhaust
port in the cylinder wall, a pressure pulse is released into the header.
When it reaches the megaphone-like horn, it is a negative wave that reflects back to the
cylinder. There, the low pressure helps remove exhaust from the cylinder and helps fresh
charge to enter through two or more transfer ports.
Further complicating modern motorcycle exhaust designs is the need for catalytic converters
to reduce harmful emissions. This requires an engineering balancing act that can be
appreciated only by viewing the internal structures of current exhaust designs. Jeff Allen
As the cylinder fills, some fresh charge begins to be lost out the still-open exhaust port—but
help is on the way. Out in the pipe, the exhaust pulse has passed through the pipe’s center
section and now enters the reverse megaphone, reflecting a positive wave back to the exhaust
port. This positive wave arrives just in time to stuff back into the cylinder the fresh charge
that has begun to escape out the port. In the narrow peak-power rpm zone of a two-stroke,
this process actually operates as a highly effective supercharger, giving two-strokes their
exceptional power.
The exhaust-pipe designer’s job is to create a zone of boosted engine torque wide enough
that the rider, using the gearbox, can keep the engine operating in that zone most of the time.
Their solutions help give the machines we love their characteristic thrust and snarl, and form
the beautiful lines we remember most.
Source: https://www.cycleworld.com/everything-youve-ever-wanted-to-know-about-
motorcycle-exhaust?
Exhaust emissions
In theory, you should be able to burn a 'hydrocarbon' fuel (petrol, diesel, gas etc) with air in
an engine to produce just carbon dioxide (CO2) and water (H2O). The rest of the exhaust
would be the nitrogen (N2) that came in with the air.
Unfortunately, the fuels we burn are made up of hundreds of differently structured
hydrocarbons that burn in different ways and at different rates. In practice this means that
your exhaust contains some that were partially burned, some that reacted with others and
some that reacted with the nitrogen.
The amount of carbon dioxide (CO2) produced is directly related to fuel consumption which
is why car manufacturers have done a lot to improve new car fuel economy and why car tax
rates have been based on official CO2 emissions figures.
Source: https://www.theaa.com/driving-advice/fuels-environment/emissions?
What's in your exhaust?
These are the main exhaust products and their effects on the environment and our health.
 Nitrogen (N2) – no adverse effects
 Oxygen (O2) – no adverse effects
 Water (H2O) – no adverse effects
 Carbon Dioxide (CO2) – non-toxic but contributes towards acidification of our
oceans and one of the most important greenhouse gases. Government policies around
the world are aimed at reducing CO2 emissions to combat global warming.
 Carbon Monoxide (CO) – results from incomplete combustion of fuel. CO reduces
the ability of blood to carry oxygen and can cause headaches, respiratory problems
and, at high concentrations, even death.
 Nitrogen Oxides (NOx) – produced in any combustion process, NOx emissions are
oxidised in the atmosphere and contribute to acid rain. They react with hydrocarbons
to produce low level ozone which can cause inflammation of the airways, reduced
lung function and trigger asthma. They also contribute to the formation of particulate
matter.
 Sulphur Dioxide (SO2) – sulphur occurs naturally in the crude oil from which petrol
and diesel are refined. It forms acids on combustion leading to acid rain and engine
corrosion. It also contributes to the formation of ozone and of particulate matter.
 Hydrocarbons (HC) – HCs are emitted from vehicle exhausts as unburnt fuel and
also through evaporation from the fuel tank, from the nozzle when you fill up and
also at stages through the fuel supply chain. They react with NOx in sunlight to
produce photochemical oxidants (including ozone), which cause breathing problems
and increased symptoms in those with asthma.
 Benzene (C6H6) – occurs naturally in small quantities (less than 2%) in petrol and
diesel, Benzene is emitted from vehicle exhausts as unburnt fuel and also through
evaporation from the fuel system although modern fuel systems are sealed and have
carbon canisters to hold the vapours. Benzene is toxic and carcinogenic and long-term
exposure has been linked with leukaemia.
 Particulate matter (PM) or soot – particulate matter is partly burned fuel associated
mainly with diesel engines and is also formed by the reaction between other
pollutants. Smaller particles can pass deep into your lungs causing respiratory
complaints and contributing to the risk of developing cardiovascular diseases.
Modern diesel cars are fitted with Diesel Particulate Filters (DPF) to stop these
particles passing into the atmosphere.
Source: https://www.theaa.com/driving-advice/fuels-environment/emissions?
Motorcycles: a threat to environment
June 14, 2015 admin
Comments motor, motorcycles, motoring, vehicles, wheels
Atty. Jerome G. Neri
The Scrutineer
THE Clean Air Act was passed over 10 years ago. As a consequence, we now have emission
testing and all new cars have pollution controlling devices on them, most commonly known
as catalytic converters. A catalytic converter is a vehicle emissions control device that
converts toxic pollutants in exhaust gas to less toxic pollutants by catalyzing a redox
reaction.
Catalytic converters are used with internal combustion engines fueled by either gasoline or
diesel. With our cities getting crowded, vehicles with proper pollution controlling device are
a big help in keeping the quality of the air we breathe. However, there is also an alarming and
increasing number of brand new motor vehicles being sold without any pollution controlling
devices. I now think it is a threat to the environment and the Government must act now
before it is too late. I am talking about motorcycles.
KINGS OF THE ROAD. Motorcycles block the pedestrian lane at the corner of Junquera and
P. del Rosario Sts. in Cebu City.
While these small 100cc-200cc motorcycles individually seem to be giving out insignificant
amounts of pollution, the sheer number of them plying our streets now will soon make them
the number one polluting motor vehicle.
Just 16 100cc or 8 200cc motorcycles will be equivalent to an average car. While the average
car today has pollution controlling devices built into it, the motorcycle has none.
I was crossing a street, and as usual, the pedestrian lane was completely occupied by 20 or so
motorcycles, so I crossed behind the motorcycles. I could really smell the toxic exhaust
gasses these motorcycles were emitting. When I got to my office the stench of exhaust stuck
to my clothes and my hair. It is that bad.
Everywhere we go now there are hundreds of motorcycles – any mall, in IT Park, at the
bottom of the Busay road, among others. All these small motorcycles are powered by an
internal combustion engine, which by nature is a pollutant. Most of the small motorcycles
being sold in the Philippine market today use old technology and are fueled mechanically by
carburetors, which, in my view, would aggravate the motorcycles’ polluting effects. It seems
fair to me to assume that every 12 motorcycles on the road is collectively emitting toxic
pollutants beyond the limit allowed by law for an average small sedan, and on any given day
there are tens of thousands motorcycles running in our streets.
To illustrate, a 200cc motorcycle is capable of doing 30 km/liter, therefore 10 200cc
motorcycles consume a total of 10 liters for 30 kilometers. Now a van that can carry 10
people consumes six km/liter and therefore uses five liters to travel 30 kilometers.
It is high time that Government should require all motorcycle sellers to install pollution
control devices it the motorcycles they sell and subject the same to strict emission testing.
This has to be done immediately because this is not only an environmental issue but a public
health issue.
Moreover, I have a couple of friends who purchased an electric scooter and they are very
happy with it. One charge can get them a range of about 60 km/day. That is a lot for Cebu.
The costs of purchasing and running electric scooters seem very reasonable. It is claimed that
to completely charged one will cost less than P15 in electricity. A good electric scooter will
set you back between P40,000 to P70,000, just about the same price as the gasoline powered
ones. The drawback is it is not as fast as its gasoline-powered counterparts.
Source: https://weekend.sunstar.com.ph/blog/2015/06/14/motorcycles-a-threat-to-
environment/?
Air Pollution
Air pollution in the Philippines In the southeast Asian region — where the Philippines is
located — the average PM2.5 concentration is 21 μg/m3 annually, over twice the
recommended value.
The Philippines’ annual PM2.5 concentration rests at 18.4 μg/m3, according to the 2016
WHO report. This value is approximately 80% higher than the safe levels indicated by WHO.
Aside from national data, WHO also collected data from the major cities of participating
countries.
In fact, out of all the listed cities in the Philippines, Baguio City recorded the highest PM2.5
data at 44 μg/m3 in 2013 — quadruple the recommended safe level. Cebu and Dagupan also
recorded high values, each with an annual mean of 28 μg/m3 and 27 μg/m3, respectively.
Manila’s 17 μg/m3 and Davao’s 11 μg/m3 also exceeded the prescribed safety level.
All of the listed cities also failed to reach the limit set for particulate matter of 10 microns in
size (PM10). Baguio ranked highest once more, with 84 μg/m3 of PM10, which is also four
times the recommended level. Meanwhile, Cebu, Dagupan, and Manila also failed,
registering values of 54, 51, and 55 μg/m3, respectively. While the city of Davao came close
to meeting the prescribed safe level (at 21 μg/m3), it still exceeded the limit.
These numbers have already caught the attention of the government. According to
Environment Secretary Roy Cimatu:
Source: https: //weekend.sunstar.com.ph/blog/2015/06/14/motorcycles-a-threat-to-
environment/
Why Are Vehicles’ Exhaust Fumes Harmful To Humans?
Car exhaust fumes contain certain poisonous chemicals, including carbon monoxide, sulfur
dioxide, nitrogen oxides, formaldehyde, benzene and soot, all of which can be detrimental to
the human body if consistently inhaled in large quantities.
Sometimes, we like things that are just plain weird and make very little sense in an otherwise
sensible world. I have a friend who likes eating pieces of chalk, another who likes eating soil
(I’m not kidding), and a third who likes the aroma of pesticide smoke. I can’t judge them too
much, however, because as a child, I used to love the smell of gasoline, while some of my
friends loved the smell of car exhaust fumes!
While such preferences are irrational and a bit odd, some are much more than that. For
example, smelling (which in effect becomes inhaling) car exhaust gases is extremely harmful
to the body. In the most extreme cases, it can kill people who are exposed to large doses.
Exhaust gases
As you already know, the vast majority of vehicles need oil/gas to power its engines,
allowing certain mechanical and chemical reactions to occur and run the vehicle. All that
stuff that goes on under the hood of a car (primarily the combustion of the fuel) releases a
mixture of gases and suspended particles, which we collectively refer to as exhaust gas.
Exhaust gas accounts for the majority of an automobile’s emissions, as it is mainly released
as a byproduct of the combustion of certain fuels, such as diesel, petrol, natural gas, fuel oil
etc. The exhaust gas of a vehicle is removed from the vehicle and released in the
environment through what is known as the exhaust pipe or propelling nozzle.
Exhaust fumes are notorious for being unhealthy both for humans and the environment, due
to the presence of certain chemical substances that are all too well known for being harmful
to humans. It should be noted that not all components of exhaust fumes are harmful; they
also consist of non-toxic components, such as nitrogen, water vapor and carbon dioxide
(although that is a greenhouse gas and a chief contributor to global warming). But before we
take an in-depth view of the gases and their effects, we will make a list of these gases!
List of gases found in exhaust fumes
 Carbon monoxide
 Hydrocarbons (Benzene)
 Sulphur dioxide
 Soot (Not exactly a gas)
In this article, we will look at some of the undesirable and toxic components of exhaust
fumes one at a time:
Carbon monoxide
No discussion pertaining to car fumes and its dangers can be complete without mentioning
this hazardous gas. Carbon monoxide is a colorless, tasteless and odorless gas in itself, and is
one of the chief culprits that make exhaust fumes hazardous to human health, as it binds to
the hemoglobin in our blood, which results in suffocation.
If exposed to even a minuscule amount (0.0035%) of carbon monoxide constantly for 6-8
hours, one will start experiencing the initial symptoms of carbon monoxide poisoning, which
include lightheadedness, confusion, dizziness, and headache. It increasingly becomes worse
as the concentration of the gas in the air rises.
At the end of the spectrum of its adverse effects is death of the exposed individual in less
than 3 minutes, if its concentration in air is 1.28% (12,800 ppm) or more.
Hydrocarbons (benzene)
Exhaust fumes contain certain hydrocarbons (compounds containing chains of hydrogen and
carbon atoms), particularly benzene, which has dangerous consequences to our health both
immediately and over the long term. As a well-known carcinogen (something that causes
cancer), benzene is known to severely impact bone marrow, which could lead to a drop in the
number of red blood cells, leading to anemia.
According to the Department of Health and Human Services (DHHS), benzene can cause
cancer of the blood-forming organs (or leukemia) if one is exposed over a long period of
time.
Sulfur dioxide
A colorless gas with a sharp, pungent smell, sulfur dioxide irritates the organs of the
respiratory tract, including the nose and throat, causing wheezing, coughing and shortness of
breath. In the long run, prolonged exposure to sulfur dioxide has been associated with asthma
and other similar conditions.
Soot
Soot is that powdery stuff that makes exhaust fumes black. That’s pretty much what soot is
(on the outside, at least). More specifically, it is mass that is left behind as a result of the
incomplete combustion of hydrocarbons.
The detrimental effects of soot are too many to list, but they include influenza, asthma and
even cancer. Soot deals a nasty blow to the respiratory organs of people who are constantly
exposed to it. It’s also associated with acute vascular dysfunction and an increased risk of
coronary artery disease.
Source:https://www.scienceabc.com/humans/why-are-vehicles-exhaust-fumes-harmful-to-
humans.html
Outside of urban areas, motorcycles and scooters are worse for global warming than
cars unless you carpool.
Emissions from Driving
On current.com, someone asked if driving motorcycles is better for the environment than
driving cars. I looked it up and was surprised to learn that motorcycles & scooters often have
worse emissions than cars, even though they get better gas mileage. The reason is
motorcycles and scooters have worse pollution control standards, so even though they emmit
less CO2, the emissions of more potent greenhouse gases count for more than the CO2
emissions. The nuanced answer (given in the table below) is that 2-wheelers are better than
single-driver cars in urban areas and worse in rural or highway settings. If you are comparing
a two-wheeler to carpooling, then the motorcycles are worse even in urban areas. Another
factor is that carbon monoxide (CO), nitrous oxides (NOx), and unburnt gas (HC's) have bad
human health impacts. So heavy emissions of those in a city is bad news.
Greenhouse Warming Potential in grams CO2-equivalent per
passenger-kilometer
Urban Rural Highway

Soot hurts the environment too (as do the other chemicals listed above). In fact, soot is so bad Car - driving solo 310 180 220
for the environment that it accounts for over one-quarter of the total hazardous pollution in
the air!
Motorcycles & Scooters 260 190 330
In a nutshell, it’s pretty evident that exhaust fumes, regardless of whether they come from a
small car or a giant manufacturing plant, are doing some really serious damage not just to us, Car - driving with one passenger 155 90 110
but to the whole environment. It’s wise, therefore, that we do our best to limit our own
emissions as much as possible. And in the meantime, shake the habit of smelling the exhaust
fumes of cars! Car - driving with three passengers 78 45 55
The calculations are in this spreadsheet. Note that these numbers are just the averages of 8
scooters & motorcycles. Some of the 2-wheelers they tested did a lot better than others.
I got the data from: "Ana-Marija Vasic and Martin Weilenmann. Comparison of Real-World
Emissions from Two-Wheelers and Passenger Cars. Environ. Sci. Technol., 2006, 40, (1), pp
149-154. Available online at: http://pubs.acs.org/cgi-
bin/article.cgi/esthag/2006/40/i01/html/es0481023.html." I also made a local copy for folks
without free access to that journal.
Emissions from Manufacturing
Even looking at these emissions, you'd think that the construction of a motorcycle would
have less environmental impact, - on average - than a car. I thought so anyway. I looked it up
on eiolca.net and got another surprise: motorcycles are worse than cars. A $15 grand car on
average generates 9.41 metric tonnes of CO2-equivalent during construction. A $15 grand
motorcycle generates 13.7. It's the same kind of thing when I looked at toxic releases:
motorcycles were worse than cars.
These results are crazy, huh? It must be possible for scooters & motorcycles to have less
impact than cars. I suspect these differences are because car companies historically got more
pressure to have lower emisisons than motorcycle companies. Consequently, the auto
industry has improved emissions control technologies in cars over the years while the
motorcycle industry hasn't.
Source: http://josiah.berkeley.edu/MiniProjects/MotorcyclePollution.html?
THE WONDERS OF THE EXHAUST GAS ANALYZER
Few outside of the powersports professional fraternity ever give thought to the exhaust gas
analyzer in relation to motorcycles. Here I am not talking about the lambda tool, actually an
O2 sensor also known as a wide band sensor (or AFR) many use for carburetor jetting. That's
a worthwhile tool and I want to take nothing away from it. Nor am I ignoring the viability of
inexpensive CO-only tools such as the brit-made Gunson G4125. But our subject is in fact
the traditional infrared type multiple exhaust gas analyzing machine made famous by Sun
instruments and once a mainstay of automotive shops all over and frequently found in
powersports use as well.
Interestingly, of the Big Five manufacturers, only Yamaha ever formally embraced EGA use.
The other powersports OEMs have ignored it. But that doesn't mean repair shops have.
Whether franchised dealers or independents, the best shops are very familiar with the exhaust
gas analyzer. They use it to tune engines, for troubleshooting, and of course for preparing
vehicles to pass mandated emissions tests. It's a powerful tool.
The Two-Gas EGA System
The earliest EGA machines measured just two gases, CO (carbon monoxide) and HC
(hydrocarbon). However, make no mistake. These two gases provide a wealth of diagnostic
information, enough that many techs continue to find two-gas units more than sufficient for
their tuning and troubleshooting needs. You can still buy such units today in fact. The two
gases tested are CO and HC. CO, chemically equal parts carbon and oxygen, is very unlike
similar-sounding CO2's (carbon dioxide) two oxygen components. Thus CO is oxygen-
starved. It even displaces oxygen in the bloodstream when breathed, making it a seriuos
death risk. Nasty stuff. Just as importantly, it signals the fact that combustion is awry, messed
up. The burn is happening, it just isn't quite right chemically. The wrong mix. Which hints
strongly at the carburetor's air/fuel mixture. HC on the other hand isn't just messy combustion
like CO. HC actually signals that combustion is AWOL, missing in action. It's gone
altogether, as in ignition misfires. A very different thing.
A high CO reading indicates incomplete combustion, that is, too little oxygen On the fuel
side of the air/fuel mixture, this could mean too-rich idle mixture settings, high float levels,
or leaking float valves. Also, the needle jets may be worn, or the choke plungers may be
leaking or the carburetor's air bleeds restricted. If a fuel-injected engine, the fuel pressure
may be too high. Carb or fuel injection, the air filter may be dirty.
High HC on the other hand indicates combustion breakdown. Some of the fuel is getting
from the fuel tank to the exhaust pipe without being burned at all. Raw fuel, in other words.
There are four things to check when HC is high. First, the most likely is an electrical misfire.
This could be due to worn spark plugs, arcing plug wires, or other ignition system problems.
Second, high HC may also be due to a fuel misfire, that is, an air/fuel mixture so rich or lean
it results in misfire. It could be extreme richness due to a torn petcock vacuum diaphragm, or
extreme leanness due to a vacuum leak. Third, a high HC reading may also be due to
mechanical causes, including valves and piston rings, a leaking cylinder head gasket, and
similar faults. Finally, high HC readings can result from the presence of fuel in the engine
oil. This is common in powersports vehicles, because they often overflow fuel from their
carburetors into the crankcase. The crankcase oil then has a high HC content, and this is
transferred to the intake system through crankcase venting.
Even given all these examples, high HC readings are nonetheless trickier to diagnose than
bad CO indications. The key to finding the cause of a high HC reading is in simultaneously
viewing the CO. Here are some examples of that.
High HC due to electrical misfire: An electrical misfire is indicated when the HC is high and
the CO is normal. This is especially true if the HC jumps upward periodically, with the CO
dipping correspondingly. This points toward intermittent ignition.
High HC due to fuel misfire: A high HC reading accompanied by a low CO reading may be
either air/fuel mixture related or ignition related. That is, the ignition could be performing far
below capacity, rather than intermittently as before. This would reduce the CO. Determine
whether the problem is fuel or ignition by very slightly applying the choke, or by taping up
part of the air filter. If the CO increases, the ignition system is okay. It demonstrably can
support combustion. The fuel system then is at fault. That is, there is a lean misfire.
High HC due to mechanical causes: A high HC reading accompanied by a high CO reading is
caused by either mechanical or fuel system faults. The ignition system is okay because the
high CO verifies that it can support combustion. Simply perform a compression check on the
engine to verify a mechanical cause for the high HC.
In addition to these, it is also possible to have high HC for reasons that won't effect CO,
reasons that aren't very intuitive. For example, high HC due to fuel in the oil. Verify fuel in
the oil by measuring the HC in the exhaust the usual way, then simply unplug the crankcase
breather and measure it again. There should be no difference. Another way is to shut off the
engine and insert the EGA probe into the crankcase or oil tank. Do not start the engine and
do not get oil on the EGA probe. There should be no reading. If there is a reading, there is
fuel in the crankcase.
The EGA can help with carburetor jetting, too. One way is to perform the cruise check.
Because an engine is designed to work best at high rpm, its combustion should be more
efficient as rpm are increased, and conversely, less efficient at low rpm. Above idle, both HC
and CO should drop somewhat. In fact the CO especially should drop to about half the idle
reading. If the CO instead stays the same or increases at mid throttle, the cruise part of the
fuel system is too rich. Check jetting, dirty air filter, or worn or incorrect carburetor parts or
adjustments. Also verify correct fuel pressure on EFI vehicles. If the CO goes down like it
should but the HC does not, treat this as a misfire. Do the enrichment test to determine
whether the fuel or ignition system is the cause. This ability of the EGA to accurately gauge
carburetor mixtures of an engine running under a load at various rpm is how Mark Dobeck's
Dynojet Corporation got started. In fact, that's how people used the Dynojet dyno at first,
with an EGA, for jetting carburetors.
Source: https://www.motorcycleproject.com/text/exhaust_gas_analyzer.html
The Four-Gas EGA System
The four-gas EGA measures CO2 (carbon dioxide) and O2 (oxygen) in addition to CO and
HC. Comparing all four of these gases with each other speeds up diagnostics. It's also the
best way to diagnose catalytic converter equipped vehicles, as the extra gases compensate for
the masking effect the catalyst has on CO and HC.
The key to four-gas troubleshooting is found in two relationships. The first relationship is the
one between CO and O2. These gases should be nearly equal to each other in modern
vehicles, and they are inversely proportional -- when one goes up the other goes down, and
visa-versa. If CO is high, O2 will be low, reinforcing the CO's indication of richness.
Conversely, if O2 is high, CO will be excessively low, confirming leanness. Just as in two-
gas diagnostics, low CO is leanness, high CO indicates richness.
The second critical relationship in four-gas testing is the one between CO and CO2.
Excessive CO2 by itself indicates either richness or leanness, but doesn't tell us which. The
CO level then indicates which it is, richness or leanness.
Five-gas exhaust analyzers are also available and actually the most common today. These
machines add NoX, oxides of nitrogen, an important emissions test gas and one that has a
direct link to combustion temperature.
Carburetor Adjustment
An engine designed to be efficient at mid-range rpm is least efficient at idle and near-idle.
Idle's very low air speed and the influence of altitude and other variables causes the
carburetor's idle circuit, unlike the other circuits, to be frequently in need of fine-tuning. The
pilot or idle mixture screw is therefore a necessity on a carburetor, though authorities forced
it to become tamper-proofed in later years.

Warming up the engine first is extremely important. Adjustments made to a cold engine will
be too rich when the engine is warm. Conversely, an adjustment made on an overheated
engine will be too lean when the engine is at normal temperature. Warm up and calibrate the
EGA. Insert the EGA probe as far as possible into the exhaust system to prevent the readings
from being diluted by outside air which enters the exhaust between exhaust pulses.

Adjust the carburetor's idle mixture to the correct CO reading. Never mind the HC when
doing simple idle mixture adjustments. It will take care of itself as the CO is adjusted. As
long as the HC is below 400 ppm in late model vehicles, or 800 ppm in older ones, it's okay.
As for the CO, late model, electronically-controlled and fuel injected engines are "happiest"
at 1~2% CO, and some of the most recent bikes even as lean as 0.5%. However, vintage
engines run best with their idle mixture screws adjusted to between 2.5~3.5% CO, and a few
really old bikes even richer at 4.0~5.0%.

Another way to arrive at an emissions-compliant carburetor idle mixture setting, without

using an EGA, is something called the idle drop procedure. It was exclusively promoted by
one powersports manufacturer, Honda, and derived from their carbureted car oriented
technique, the propane enrichment adjustment. The powersports-specific idle drop procedure
relies on a super-sensitive electronic tachometer tool instead of an EGA. The tachometer
must be able to pick up changes in rpm as small as 50 rpm as the idle mixture screw is
turned. First the screw is adjusted until the rpm is maximized, as would be done either with
an EGA or by a trained ear. Then this optimum setting is deliberately worsened a precise
amount, gauged by the rpm dropping either 50 or 100 rpm from the first reading. This
procedure approximates the idle mixture air/fuel ratio the manufacturer believes will satisfy
emissions regulations. Note that, being an emissions adjustment, this in no way results in the
optimum setting four your motorcycle's carburetors.

The exhaust gas analyzer. An incredibly powerful tool that despite its longevity on the
automotive scene is under appreciated by many. The EGA's troubleshooting and tuning
potential is huge.

Source: https://www.motorcycleproject.com/text/exhaust_gas_analyzer.html