Can anybody help out with experiences with jet sizes?
I've got an 1100B2 with 34mm CV's, a Harris with street baffle and S&Bs. I've not had a proper look inside them yet but believe they have 140 mains.
Does this sound about right to folk?
Cheers
Col.
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Carbs Settings
Moderators: KeithZ1R, chrisu, paul doran, Taffus
As below;
Standard 34 mm Mikuni CV carbs from the standard J1
1166cc wiseco kit
Unitrack 1100 head and cams.
Standard air box
K&N air filter
Straight through 'silencer' on a four into one
Mains; 130
Pilots; 37.5
Butterfly; 130
Pilot air (fuel bypass) screws; 3 turns out
Boosted Dyna 'S'
NGK; B9ES
Plug gaps; .035 thou inch
Timing; 2 degrees back from standard
Dynamic fuel level; 4-5mm below bowl to body joint
Needle type; standard Kawasaki
Needle position; 4
Exhaust cam; 109 degrees lobe centre
Inlet cam; 108 degrees lobe centre
compression ratio; +11:1
The last graph from the dyno says that this is very close to ideal fueling if you accept the 13 to one line.
The generated A/F ratio line is 'pretty bendy' without smoothing but the trend is very consistent with no significant deviations except where you would expect to find them and thats at the 15% to 30% throttle position probably due to 28 year old slide springs and soggy diaphragms.
Its still a little rich but better that than weak. However at a weaker setting the power increase is very noticeable, but then so is the heat and mechanical noise associated with this.
Plugs burn clean and there is no detectable exhaust smoke or soot at any speed in any gear including flat out.
There is no noticeable residue in the end of the exhaust to speak of save a little dark dust if you wipe it.
140 sounds like a good place to start but as Fer says expect to play with the needles and air screws to get it just right.
AL
Standard 34 mm Mikuni CV carbs from the standard J1
1166cc wiseco kit
Unitrack 1100 head and cams.
Standard air box
K&N air filter
Straight through 'silencer' on a four into one
Mains; 130
Pilots; 37.5
Butterfly; 130
Pilot air (fuel bypass) screws; 3 turns out
Boosted Dyna 'S'
NGK; B9ES
Plug gaps; .035 thou inch
Timing; 2 degrees back from standard
Dynamic fuel level; 4-5mm below bowl to body joint
Needle type; standard Kawasaki
Needle position; 4
Exhaust cam; 109 degrees lobe centre
Inlet cam; 108 degrees lobe centre
compression ratio; +11:1
The last graph from the dyno says that this is very close to ideal fueling if you accept the 13 to one line.
The generated A/F ratio line is 'pretty bendy' without smoothing but the trend is very consistent with no significant deviations except where you would expect to find them and thats at the 15% to 30% throttle position probably due to 28 year old slide springs and soggy diaphragms.
Its still a little rich but better that than weak. However at a weaker setting the power increase is very noticeable, but then so is the heat and mechanical noise associated with this.
Plugs burn clean and there is no detectable exhaust smoke or soot at any speed in any gear including flat out.
There is no noticeable residue in the end of the exhaust to speak of save a little dark dust if you wipe it.
140 sounds like a good place to start but as Fer says expect to play with the needles and air screws to get it just right.
AL
1981 J1
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