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My name is John Aylor and I started designing these kits 5 years ago. You may ask why, well the reason is that I can't leave anything alone! I always have to have more power. But as anyone knows that has a modified triple, the bottom end torque ends up on the floor with the port grindings. As I found out with my first 500 years ago. The bike was a rocket from 9,500 to 10,500, but below that rpm the Taco Bell dog accelerated faster (I think the bean burritos helped)! I ended up in diesel land (4 strokes) for the next few years (with a few triples sprinkled in). Then in 1994 I picked up a 1975 500. This bike became my "test mule". And after quite a few prototypes, and flow testing, the kits have shown to increase torque through the power band without reducing top end power. Also the 750 kit has shown a reduction in the surging tendencies. I have also seen and had reports of smoother running motors and increased fuel mileage. The reed conversion makes a modified bike much more enjoyable to ride, and the stock motor "torquier". For those of you not familiar with the way reed valves work, here is a quick explanation. A reed valve is basically a one way valve made of steel,fiberglass or carbon fiber in the intake tract. On piston port 2 strokes (our beloved triples) the rear piston skirt is the intake "valve". A suction is created in the crankcase when the piston rises, when the back piston skirt uncovers the intake port the air/fuel mixture is sucked into the crankcase. As the piston falls, the intake port is then sealed by the piston skirt and the compressed mixture is then transferred to the combustion chamber through the transfer ports. The drawback to piston port motors is that some of the intake mixture is blown back into the intake port before the falling piston skirt can close the port. This causes what is called "double carbureting". There is now a double rich mixture waiting in the intake port and the lost charge is not being used efficiently. This causes jetting problems and not as much power that can actually be produced. The problem is much worse on modified motors. The rear piston skirt is shortened so the intake port is uncovered sooner to increase intake duration, but now the port also closes later and thus more charge is lost out of the crankcase. This causes a smaller powerband and makes a 'peaky" motor that looses a lot of it's low rpm torque. This is where reed valves come in. Holes or slots are cut into the rear piston skirt so the crankcase is always open to the intake track. As soon as there is enough vacuum in the crankcase, the reed valve opens to admit the air/fuel mixture. also as soon as the vacuum drops the reed valve closes the intake port trapping all the mixture in the crankcase to produce the most power. Now you can have more power without the major loss of low rpm torque. This is not a cure all, all out drag race motors will make more PEAK Hp, but they are not concerned with power spread. The rest of us can have a powerful motor that isn't a pain to ride on the street or roadrace track.


(Update) The Stage 1 kit for the 500cc triple (photo soon) is now available. I have gone to a different design, in which I machine out your stock manifolds to fit the reed blocks. It uses the stock 28mm carb in the stock location. . This kit is $269.00 US plus shipping and handling. The stage 1 kit for the 250 through 400 (not pictured) uses the stock carbs in the stock location. I machine your manifolds to fit the reed blocks. This kit is $269.00 US plus shipping and handling. Additional performance may be gained for the 250 and 350 by acquiring the carbs and manifolds from the 400 (26mm carbs). The Stage 2 kit fits 250 through 500cc triples (center photo)(welding required on 250 only). The carburetors are set back 25mm and are angled the same as the cylinders. Will only take 30 to 34mm spigot mount carburetors (rubber manifolds not included). This kit runs $299.00 US plus shipping and handling. The Stage 1 750 kit (right photo) includes new heat barriers and uses the stock 30mm carbs. 34mmm carbs can be used with new manifolds (not included). This kit runs $269.00 US plus shipping and handling. All kits require intake port and piston modifications. Delivery usually takes 3 weeks. The kits come with complete instructions including photos. Time permitting, I do the installation for $150.00. I also have other machinists available to do the installations. Money orders in U.S. funds accepted (checks in the U.S. also). There is an extra charge for over-seas money transfers. Sorry no credit cards.


I am a jeweler by trade, and have a 30th anniversary sterling silver pin/tie tack of the 1969 Mach III (approx. 1" long). These are hand painted, numbered and will only come in the white and blue during 1999. And will come in a red with white stripe scheme starting in 2000. The Triples Club pin/tie tac is also 1" in diameter and sterling silver. And comes with a black,blue,red or white background. Either pin is $9.00 US plus shipping and handling (free shipping in the US). Takes approximately 2 weeks for delivery. Money orders or checks in U.S. funds accepted. (sorry, no credit cards yet).

Send to:

John Aylor
690 Polaris Blvd. SE.
Rio Rancho, New Mexico 87124 U.S.A.
Phone/FAX 505-896-4699.
E-mail: johnayleng@aol.com

If you have a club or in a club, and would also like to have a club pin/tie-tack of your logo, drop me a line. Or if you have a business and would like to have a custom key chain with your business logo, I can also do castings in bronze. As time allows, I always have new projects in the works. So I will have additions soon. With vintage racing getting more popular, I hope to see more triples on the track. It only really takes a few modifications to get the handling worked out. I know a few good engine tuners around the country which some are very good part sources also. I want to thank John Ritter of WWW.PRO-FLO.com He has spent countless hours on flow testing my reed kits and supplied valuable information on how to make the best product possible. John has been tuning 2 strokes for over 20 years and uses the latest computer modeling for his port work. Even though he is more into the Yamaha RD stuff, his Kawasaki accessory list keep s growing. Check out his sight! I also love to talk triples, so drop me a line if your like minded. Or if you have a problem with your triple, if I can't answer your questions, then I probably know someone who does. Here is the Triples message board site: Kawasaki Triples Worldwide Forum Tons of information and pics. Get your questions answered there.