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Sharing my results after fine tuning my '79 GS1000

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    #1

    Sharing my results after fine tuning my '79 GS1000

    IMG_0029.jpg
    Exhaust + Pods, VM26 carbs. When I got the bike it was all set to stock specs, and had to rebuild the head so all from above the cylinders was rebuilt fresh.
    After reading a lot in the forums about how to properly tune for pods and seeing others success (or not!), decided to start messing with them to finally make it run right.
    Don't have any fancy tools like colortune or any kind of digital gadget to measure anything available, only my trusted carb sync tool with 4 manometers that I've used on other engines successfully and are properly calibrated.

    So with that out of the way, my results are:
    Main 112 (from 95 factory)
    Pilot 15
    Needle on 3rd slot from the top
    Fuel level 24mm
    Fuel screw 7/8 out
    Air screw 1-1/8 out
    (and waiting for the air corrector screws to arrive)

    With those settings it starts with the push of the button cold or hot, idles evenly, drops quickly to a steady idle, pulls strong through the entire range (might be a bit lean at the top end) so no complains there.
    What I'm wondering is, how is it possible that I've seen similar setups on this same engine, with same carbs, using a 135 main, 2 1/2 turns on fuel and air screw (or even more), 17.5 pilot and runs great?
    Through my trial and error, tested these settings and there was no way to make it run right, always went towards the rich side, no matter what.

    Mine's got a 4-1 with no muffler and pods, but carb tuning is closer to factory spec. Maybe I'm missing something here? Or should I just settle for what it is now and leave it at that?

    Tags: None
    #2
    Every bike is its own animal, If your happy leave it alone. A colortune will prove the fuel /air mixture. Maybe tweak the airscrews a bit with the colortune to get it perfect.
    MY BIKES..1977 GS 750 B, 1978 GS 1000 C (X2)
    1978 GS 1000 E, 1979 GS 1000 S, 1973 Yamaha TX 750, 1977 Kawasaki KZ 650B1, 1975 Honda GL1000 Goldwing, 1983 CB 650SC Nighthawk, 1972 Honda CB 350K4, 74 Honda CB550

    NEVER SNEAK UP ON A SLEEPING DOG..NOT EVEN YOUR OWN.


    I would rather trust my bike to a "QUACK" that KNOWS how to fix it rather than a book worm that THINKS HE KNOWS how to fix it.
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      #3
      If it starts with a push of the button cold in cold temps (without choke), there may be a tiny bit of tweaking yet to do, but you guys are in the warm season now, so ...
      "Thought he, it is a wicked world in all meridians; I'll die a pagan."
      ~Herman Melville

      2016 1200 Superlow
      1982 CB900f

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        #4
        Yeah got to the point where the air screws can throw it off just by looking at them, so I'd leave it alone.
        Couldn't help to be surprised by the result, started from 1 turn out each screw and the best I got it running were the settings I've posted. I was expecting to be closer to 2 turns out given the exhaust + pods combo and all the info I could gather.

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          #5
          Dynojet numbers perhaps? They are way different.
          Tom

          '82 GS1100E Mr. Turbo
          '79 GS100E
          Other non Suzuki bikes

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            #6
            Elevation makes a difference too. Also be aware that some people will be using Dynojet Kit & the jets are not comparable size markings, the sizes marked on a Dynojet would be a bigger number, from memory (it was a long time ago like 15 years of something since I last messed with mine).... 135 DJ main sound like the bigger of the two they supply in their kit.
            1980 GS1000G - Sold
            1978 GS1000E - Finished!
            1980 GS550E - Fixed & given to a friend
            1983 GS750ES Special - Sold
            2009 KLR 650 - Sold - gone to TX!
            1982 GS1100G - Rebuilt and finished. - Sold
            2009 TE610 - Dual Sporting around dreaming of Dakar..... - FOR SALE!

            www.parasiticsanalytics.com

            TWINPOT BRAKE UPGRADE LINKY: http://www.thegsresources.com/_forum...e-on-78-Skunk/

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              #7
              Plug chops will confirm the settings
              1978 GS 1000 (since new)
              1979 GS 1000 (The Fridge, superbike replica project)
              1978 GS 1000 (parts)
              1981 GS 850 (anyone want a project?)
              1981 GPZ 550 (backroad screamer)
              1970 450 Mk IIID (THUMP!)
              2007 DRz 400S
              1999 ATK 490ES
              1994 DR 350SES

              Comment

                #8
                Most likely DJ numbers for that 135 then. Got a 135 Mikuni main and it's waaay too much. Also DJ comes with a different shape needle.
                Right now it has a 112 main sourced from my parts bin, probably taken from a TK26 set for a GPZ550 that I had long time ago for parts.

                About doing a plup chop, that'll be a tricky one, as the only way to stop the engine is with the ignition key and it's located on the right side, below the tank. Need that extra hand there

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