TOPIC:

I recommend a turbocharger.

A forced induction engine will be even happier with cool air.

Might there be a simpler solution, like changing jets for richer or poorer?

daveo wrote: Might there be a simpler solution, like changing jets for richer or poorer?

NO.
The dense air provides more oxygen and condenses the incoming charge allowing room for even more fuel mix to occupy the same space giving a bigger charge and increasing power.
The only way to replicate this is water injection ( distilled )
You can use just water but water/methanol is better.
Use Blue very low temp screenwash (BMW stuff is good ) which has 50% methanol ( but no additives).
The Meth ups the octane rating and combats detonation.
You can rig up a simple injection system in to the top of the air box using a washer pump and 0.6mm nozzle and use a micro switch to trigger the pump at the desired rpm / throttle opening.

Unless it is on the rich side for hot weather. Then leaning it out a bit will get you some power when really hot out. It is noticeable. The problem is it will not like the cold and warm up takes longer. You can see the mixture reporting richer on a wideband on a hot day as the bike warms up.

If it is already jetted for power when hot, then you will need to get cold air (and jet accordingly) to see any improvement .

Most jetting is done for overall running across many different temps and humidity levels. This is a compromise. The bike will still run well, but it won't be making maximum power for really hot/humid days.

Some people may have noticed that when a bike is jetted a little lean, like after changing the exhaust etc. and you really crank the throttle, the bike seems like it really takes off, but then when you drive it in more realistic traffic and on colder days, the lean issues show up as hesitation and popping etc.

I love riding, but I do have a light grasp on simple things like air density and fuel. The why's of jetting and needle positions make my head spin if I think about them beyond a minute or two. When I think I've got something figured out or working really good, that something may very-well be one hundred eighty degrees from where it should be.
So far I've been able to keep the 1100 moving forward, and am pleased how well it runs with all the variables I've introduced over the past six years or so.
If not for this forum of great minds for such things, my bike would surely be a scrap heap by now. Instead, it still scoots me around and blows doors off houses and cars when I fly by.



Turbocharger...

You've been doing fine. That plug color is worth shooting for.
Steve

SWest wrote: You've been doing fine. That plug color is worth shooting for.
Steve

I think the color should be better after new rings. Considering that project in my basement after pulling the engine, and hauling it down the stairs. Not sure about that one yet.
Here's a couple air box pics with a view from the back. Seeking input how I might improve this modified air box which accommodates Mikuni velocity stacks instead of stock rubber air boots.

What needs improving in the air box?
I think it is a brilliant bit of kit that I may copy one day.

TexasKZ wrote: What needs improving in the air box?
I think it is a brilliant bit of kit that I may copy one day.

Nice complement, thank you...It maintains the sleepy stock look.

Perhaps the open interior might accommodate a variable-speed blower regulated by current pulses from the coils or ignition system to control the rpms and maintain constant positive air pressure to the carbs. Probably not a practical concept, but the thought seems simple enough.

Hmmm. Or maybe a cooling coil?

TexasKZ wrote: Hmmm. Or maybe a cooling coil?

Something dependable, needing minimal operational attention and maintenance...that works automatically when the engine is running, and can be turned off with a toggle switch.