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    #1

    Ok which jet is which?

    I have taken the carbs apart at least a dozen times and I know where all the jets are but Im confused. I bought a stage 1&3 jet kit and was wondering if the 118 is the main jet for stage three? That seems a little small to me. I have four 118, four 114, four 165 and four 170. Some air jets and needles. I have a gs1100g with pods and a four into one. other than that the only mods are a dyna ignition and paint. What should I start with Main jets and needles? The PO had the 170's in the back of the carb (I guess this is a air jet) and the 118's in the main jet is this right for a stage three. I was thinking around 122.5 for the mains? Oh yea should I drill out the slide lift hole or not?
    Last edited by Guest; 04-24-2010, 04:23 AM. Reason: Needed mor info
    Tags: None
    #2
    Originally posted by butticci View Post
    I have taken the carbs apart at least a dozen times and I know where all the jets are but Im confused. I bought a stage 1&3 jet kit and was wondering if the 118 is the main jet for stage three? That seems a little small to me. I have four 118, four 114, four 165 and four 170. Some air jets and needles. I have a gs1100g with pods and a four into one. other than that the only mods are a dyna ignition and paint. What should I start with Main jets and needles? The PO had the 170's in the back of the carb (I guess this is a air jet) and the 118's in the main jet is this right for a stage three. I was thinking around 122.5 for the mains? Oh yea should I drill out the slide lift hole or not?
    I would have suggested you put in the 170main jets, but since you have new paint I will need to know what color it is? Any pin stripping?

    Jet Kit for 1980-1982 Suzuki GS1000
    http://www.dynojet.com/pdf/3103.pdf
    Dynojet Jet Kits Whether you run a standard motorcycle, or a tuned sportbike, Dynojet Carburetor Jet Kits can provide you with a simple and affordable solution to all your carburetion problems. Dynojet Jet Kits increase power and smoothness throughout the entire rev range, while maintaining optimum fuel economy. Each Dynojet Jet Kit includes comprehensive instructions which show step-by-step installation and testing procedures to ensure a perfect setup every time. This is backed by free telephone and Internet support to Dynojet customers. Kit installation and Dynamometer services are available in many parts of the world. Please see the Dynamometer Center Search Page to locate your nearest dyno shop. Read Full Description Jet Kit Types Needle & Needle Jet Caps Many newer bikes have very flat power and fuel delivery curves when used with the stock exhaust and air-box. When aftermarket pipes are used, the power curve is usually not flat. You find the need to lean out for low speed and richen up for top end; or leaner on the top end and richer at the low speed. In order to achieve full function and driveability, Dynojet develops shrouds or cap style nozzles for adjusting the upper or lower top end. They also have an effect similar to fuel injection by breaking up the fuel as it enters the air stream. Fuel Needle The design of the needle is where Dynojet spends most of its R&D time. The needle is designed to give the correct amount of fuel throughout the mid-range and is also designed to allow adjustment from groove 1 to groove 6 with little or no effect below 3000 R.P.M.; then with the correct end dimensions, the needle will have little effect on the main jet regardless of needle position. This isolates all circuits from each other and ensures easy set-up of the midrange and driveability. Main Air Jet This jet allows air into the emulsion tube to mix with fuel being drawn up from the float bowl. It controls the amount of fuel which can be pulled from the float bowl into the venturi. The larger the size of the main air jet, the more air you get and less fuel. The smaller the main air jet, the more fuel you get and less air. Dynojet alters this only to achieve the flattest possible fuel delivery curve. Pilot Circuit This controls 100% of the engine idle and 25% of the transition onto the needle. Dynojet has found that the engine will idle with the standard pilot jet, with or without the air-box and with the slides and needles removed from the carburetors; therefore we never change the pilot jet. Doing so is proof that you are not using the other circuits correctly. Idle and off idle is controlled by the mixture screws and the float level which have the most positive effect below 4000 R.P.M. On some models the pilot air jet is changed to provide optimum fuel economy. Correct balancing of the carburetors also ensures a smooth idle. Main Jet We develop our main jets to correctly serve two functions; static load and dynamic load. The static load is the fuel received through the main jet in the upper gears, where the tachometer is moving very slow. The dynamic fueling portion of the main jet is the amount of fuel received from the jet in the mid-range potion of the power. For example, you have a GSXR1100 G,H with #130 main jets. You then install #125 mains. After running the bike you notice the top end has improved but the mid-range doesn't pull as well. You then install #135 mains and you notice the mid-range is great but the top end is slower. This is a common compromise when using stock main jets and needles. If you install Dy 93 Dealers Orders Dealer Orders "Dealer Orders Dynojet Research Inc. dealers much call in to place an order. Please call us at: 1-800-992-4993 (Toll Free)/Suzuki/GS1000/1982

    Comment

      #3
      Electric Blue debating on white pintriping! So the 170's should go in the main jet. It seems I have two air jets one is for the pilot (small one) and one ist for the main air (big one) is that right? What should my main air be? Currently the main air is 170 and the main jet is 118 do I have those backwards? Oh yea Thank Yous to all this site is Heaven Sent!

      Comment

        #4
        Originally posted by butticci View Post
        Electric Blue debating on white pintriping! So the 170's should go in the main jet. It seems I have two air jets one is for the pilot (small one) and one ist for the main air (big one) is that right? What should my main air be? Currently the main air is 170 and the main jet is 118 do I have those backwards? Oh yea Thank Yous to all this site is Heaven Sent!
        Did you see the 3103 directions?

        DCO301 is the Main Air Jet

        170's are the Main Jet with pods/pipe (Stage III)

        Comment

          #5
          Tap in the main air jet corrector.
          I'd start with the 170s
          Start with the needle jet on a notch one below the suggested spot. (raising hence richening)
          1983 GS 1100E w/ 1230 kit, .340 lift Web Cams, Ape heavy duty valve springs, 83 1100 head with 1.5mm oversized SS intake valves, 1150 crank, Vance and Hines 1150 SuperHub, Star Racing high volume oil pump gears, 36mm carebs Dynojet stage 3 jet kit, Posplayr's SSPB, Progressive rear shocks and fork springs, Dyna 2000, Dynatek green coils and Vance & Hines 4-1 exhaust.
          1985 GS1150ES stock with 85 Red E bodywork.

          Comment

            #6
            Originally posted by chef1366 View Post
            Tap in the main air jet corrector.
            I'd start with the 170s
            Start with the needle jet on a notch one below the suggested spot. (raising hence richening)
            Yea Bill but the paint is "Electric Blue" what is that gonna do to the MAJ?

            Comment

              #7
              Originally posted by posplayr View Post
              Yea Bill but the paint is "Electric Blue" what is that gonna do to the MAJ?
              He'll look like a lightening bolt at midnight as he zooms by.
              1983 GS 1100E w/ 1230 kit, .340 lift Web Cams, Ape heavy duty valve springs, 83 1100 head with 1.5mm oversized SS intake valves, 1150 crank, Vance and Hines 1150 SuperHub, Star Racing high volume oil pump gears, 36mm carebs Dynojet stage 3 jet kit, Posplayr's SSPB, Progressive rear shocks and fork springs, Dyna 2000, Dynatek green coils and Vance & Hines 4-1 exhaust.
              1985 GS1150ES stock with 85 Red E bodywork.

              Comment

                #8
                Sorry guys I have been doing homework! BORing. OK so what is the big jet in the intake port? Thats the one I have the 170's in now. I am waiting on my petcock rebuild kit or I could give you an update should be here by monday.

                Comment

                  #9
                  Oh Yea! As for drilling the slides is that really needed?

                  Comment

                    #10
                    Originally posted by butticci View Post
                    Oh Yea! As for drilling the slides is that really needed?
                    With the pods, Yes
                    1983 GS 1100E w/ 1230 kit, .340 lift Web Cams, Ape heavy duty valve springs, 83 1100 head with 1.5mm oversized SS intake valves, 1150 crank, Vance and Hines 1150 SuperHub, Star Racing high volume oil pump gears, 36mm carebs Dynojet stage 3 jet kit, Posplayr's SSPB, Progressive rear shocks and fork springs, Dyna 2000, Dynatek green coils and Vance & Hines 4-1 exhaust.
                    1985 GS1150ES stock with 85 Red E bodywork.

                    Comment

                      #11
                      I swear Im not trying to be a pain in the arse but what size should the big jet be that is screwed into the intake side of the carb?

                      Comment

                        #12
                        I would have suggested you put in the 170main jets, but since you have new paint I will need to know what color it is? Any pin stripping?

                        http://www.dynojet.com/pdf/3103.pdf
                        ...........................

                        Comment

                          #13
                          Jet on the intake side of the carb?
                          1983 GS 1100E w/ 1230 kit, .340 lift Web Cams, Ape heavy duty valve springs, 83 1100 head with 1.5mm oversized SS intake valves, 1150 crank, Vance and Hines 1150 SuperHub, Star Racing high volume oil pump gears, 36mm carebs Dynojet stage 3 jet kit, Posplayr's SSPB, Progressive rear shocks and fork springs, Dyna 2000, Dynatek green coils and Vance & Hines 4-1 exhaust.
                          1985 GS1150ES stock with 85 Red E bodywork.

                          Comment

                            #14
                            The part that I am talking about has two jets and a passage that leads to the slide diaphram. I was told that the small jet is the pilot air jet and the big jet which is the same size as the main jet (physicly not in orafice size) is the main air jet. Is this correct? One of these jets screws out just like the main fuel jet. The other is tiny.
                            Last edited by Guest; 04-25-2010, 04:19 AM.

                            Comment

                              #15
                              Use the stock pilot air jet.
                              Do not put the 170 main air jet in that hole. This goes in the float bowl.
                              Look at the neato pictures in your dynojet instructions and follow them.
                              Last edited by chef1366; 04-25-2010, 05:16 PM.
                              1983 GS 1100E w/ 1230 kit, .340 lift Web Cams, Ape heavy duty valve springs, 83 1100 head with 1.5mm oversized SS intake valves, 1150 crank, Vance and Hines 1150 SuperHub, Star Racing high volume oil pump gears, 36mm carebs Dynojet stage 3 jet kit, Posplayr's SSPB, Progressive rear shocks and fork springs, Dyna 2000, Dynatek green coils and Vance & Hines 4-1 exhaust.
                              1985 GS1150ES stock with 85 Red E bodywork.

                              Comment

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