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The 94-95 cdi has more retard than older boxes. You should be able to advance the stator three degrees. Make sure to mark the flywheel ans check timing with a strobe. Dont exceed 17 degrees at high rpm.

Not here.

You are thinking of wheeled vehicles. Boats and aircraft operate in a fluid where HP= thrust. Power and load balance, hopefully at the engines maximum HP. You cannot make more thrust with less HP, at least not for a given pump efficiency. There is a much greater variance in pump efficiency in...

Your motorcycle engine experience does not apply unless it was squirting water out the back for propulsion. Good luck making more thrust at lower rpm.

Going from an 86-90 carb/manifold to a 91-95 will make a noticeable difference. From there an aftermarket manifold and SBN44 will wake up the pipe a little with a stock ported cylinder and be a little better than that with good port/pipe combo. A carburetor need only be big enough. Most power...

There should be plenty of cheap concords that have been pitched down and small hub Skat 12-17 swirls around. Any more load will kill thrust.

Why not build a cheap pitot thrust meter. Anyone can do that.

Do a simple rpm check first. A 13-18 C75 combined with a TBM is a lot of load. You may be able to hit your prop with a hammer and get more than spending $1000 on parts.

A stock 91-95 manifold and carb is all your 650 can handle. You can always get a Keihin 40 from a 750 if you want to know what its like to tune an oversized carb.

All large carbs must be set overly rich at part throttle in order to give best response. This is where the excessive fuel burn occurs on a standup. Every time I cleaned up part throttle, fuel consumption decreased and throttle response became lazy. If you are still talking about carbs Im sure...

Or even owners of skis with stock waterboxes.

If a 650 can pull fuel from a single 44 then it would be able to pull even better in a dual arrangement. They actually work well on a 650 but the engine and pump need to be tuned for high rpm.

The 92s had paper thin piston skirts and no rev limiter. Many failed this way, the problem was fixed in 93.

Depends on how its propped. Larger nozzles usually make a noticeable increase in low speed thrust. I went from 83mm to 86mm, gained thrust and only lost 1 mph. It was obviously a little over propped to begin with.

I would do it for an ADA head, stock head gaskets make stock cooling work for any limited 701.

Its just what they do over time. I have noticed that tanks with premix darken faster than with oil injection. I have a 20 year old tank that is brown.

They are all 140mm diameter, 750s have longer splines and more foreward shaft spacing. A 750xi driveshaft will fit a 650sx and make it so the only mod needed is cutting the bottom to set back the prop. X2s will need both sides cut. The easiest way out is finding a 650 solas ke-sc-I 13-18 and...

Carb baskets full of trash??

Anything over an old 15, 13-16, or 8-16 will kill low speed thrust. Solas 13-18s are also too much without taking some load out. Its much better to modify a modern 750 prop like an 11-16 concord.

How tall is your exhaust port? If it is less than 180 then it may not rev enough for a 9-17.