WTF??? Pilot jet change causes major issue..

[Billy Ricks]

I'm gonna' sorta' jump into the middle-ground here:
Bought a brand new '82 Kaw GPz750(CV carbs) as a left-over in '84. Bought pods/Supertrapp 4-1with disks/Dynajet kit. Previously, I'd jetted numerous cars & boats with a variety of 4bbl carbs, but never a multi-carb motor. I followed the DJ kit instructions to the letter, and only had to raise the needle one increment...good-to-go with a great result. It CAN work fine, and it doesn't take 20 years of jetting experince to get a "suitable" (for most folks) result. With the seeming wealth of CV jetting problems around here, I'd guess it's more than likely due to lots of motors with issues outside of the actual carb setup: i.e. compression, valve adj., weak and/or ill-timed spark, leaky exh. gaskets, etc. The experience factor, is being able to recognize the difference.

The trouble is people don't want to pop for a jet kit. They think it's just a matter of bumping up the mains and turning the idle mixture screws a little and you're good to go. The main thing you need in a jet kit is the needles. You can shim the stock needles but you can't do anything about the taper.

[almarconi]

TCK, I would not pay any attention to trippivot's remarks. He has given some wacked out responses before..my favorite is his recommendation to run 5w-30 (energy conserving) engine oil in the GS bikes.

Here is the quote

5W 30 is the best winter oil viscosity you'll find. (under 40 F)

if you are not running motorcycle specific oil you have metal to metal contact in the transmission any way. shear factor. ya know.

[jjmaag]

1 more hint from trippivot


exhaust gas temperature


it is a reading taken from a specific tool that reads the temperature from the ex-pipes

500~650 too lean

180~250 too rich

degrees F along with a weather station is needed for a smooth running stg 3 equipped motorcycle.



try tuning a helicopter !! everyday is a tuning session before the mission- flight. do it like you guys and meet ST.Peter in a quickness

So where exactly do you ride on the helicopter so that you can adjust for
1. humidity %
2.barometric pressure
3. temperature
4. density altitude
Oh yea, you tune for that before your mission because those variables won't change during your flight will they?

[tkent02]

Aren't most helicopters powered by turbines?

[49er]

TCK, you're at fault here.

If you had just bought an airbox off ebay, it would have been cheaper than the DJ kit, and we wouldn't have needed to endure Trippivot's
rantings.

[Guest]

TCK, you're at fault here.

If you had just bought an airbox off ebay, it would have been cheaper than the DJ kit, and we wouldn't have needed to endure Trippivot's
rantings.

It's all my fault Ian.

[Guest]

Bag on trippivot if you want but go to the track and all the guys are checking the weather numbers.
That's why they get two runs before the money race.
And yes, you can tune CV carbs wth pods.

[49er]

Bag on trippivot if you want but go to the track and all the guys are checking the weather numbers.
That's why they get two runs before the money race.
And yes, you can tune CV carbs wth pods.

Bill, I might have known that you'd still be persuading other members to dabble with in the black art of "tuning with pods".

Sure you can sucessfully tune CV's with pods, it's just that most people aren't magicians. Billy R has hit it on the head. Many people wan't pay for DJ's research and buy a kit. Many of these people are lapse with regular maintenance too, which inflates their odds against success.

It's amazing how severe the weather variables have to be before you notice any decline in performance when using the stock airbox!! Quite boring really! Anybody got any pods for sale?

[trippivot]

guys, I just want to help - where I might be useful. typing probably carries a different interpretation for each reader. you don't need to move the needles every day. >> just doing your own tuning you should approach it like science class- got a spirial notebook? success is tougher than failure. buy the important parts new and understand what trouble some kinds of used parts create.


getting a happy medium "tune up" on your pods and not fouling plugs is the best thing you can expect. on mech slides

CV's starve in the middle it is true but changing the throttle input can really help that- knowing how to pull the vacuum up by slowing the rate of twist. remember - no acc pump. and after a light brown plug color shows you have a good "tune up" heaven is found.

make a log book and you might find 2 good settings for CVs' in a 4 season climate and 3 if you are running mechanical slides.

I have my street bike -CVs' pods- set where it runs super great in the early spring and late summer - fall. but it blubbers a little in the high heat and high humidity. fat is a little cooler in the summer time I live with it and play with the timing forward and back depending on in town or highway.

I have a couple scratches I made while using the timing light so just a screwdriver and slip it lazy or snappy line up the marks easy as pie.

I like this place and not here to make trouble.
ride hard or stay home and guys --loose the watches..

wild hogs. haha.

[Guest]

Bill, I might have known that you'd still be persuading other members to dabble with in the black art of "tuning with pods".

Sure you can sucessfully tune CV's with pods, it's just that most people aren't magicians. Billy R has hit it on the head. Many people wan't pay for DJ's research and buy a kit. Many of these people are lapse with regular maintenance too, which inflates their odds against success.

It's amazing how severe the weather variables have to be before you notice any decline in performance when using the stock airbox!! Quite boring really! Anybody got any pods for sale?

I didn't twist any arms. I just tried to help when called on.

[GQROD]

Being new to multi carb tuning i found out the hard way that you have to start with Mikuni jets in the stock configuration.

Do plug chops to determine which circuit has the problem

Then logicly go up or down on those jet sizes in small increments

Do more plug chops to confirm the results of your changes

If you don't know what type of jets you are supposed to have or what brand they are then you are shooting in the dark and guessing costs more money than starting from a solid place.

I had tons of trouble just getting my bike to start and idle but the above method is what i used to get my bike running well, all the while picking the brains of experienced members on this site.

Not everyone is going to be correct all the time with their advice but i respected their help because it clearly showed what would work and what would not work and why.

I had to let go of my stubborn way of thinking and truly listen to everyone and methodicly rule out what was and was not working and offer this feedack on these forums in order to get my bike running.

I know all this has been covered in detail on other posts but it bears repeating to end the frustration and costs of tuning and hopefully reminds us all that we are here to seek and recieve help respectfully.

You can lead a horse to water but you can't make him drink it! ( i know i'm guilty of this )

Good luck

[blowerbike]

WOW,

to spend time tuning a set of suz 34/36 cv carbs beyond smooth transitions is a waste of time...there is no magical HP to be found in them.
they are chokers that make no horsepower and will rob 10+ horsepower from stock engines to a bunch more over built up engines over a set of properly sized radial slides...
facts are facts and one evening at the track i swapped the 36rs carbs from my 1150 to my brothers 1150 with 36cv jet kitted carbs...
GUESS WHAT???????????
from an 11.01 best to a 10.71 w/ an increase of 3-4 MPH.
install a jet kit in gs suzuki cv carbs and save hours of trouble and time and be happy..
smooth transitions is what your looking for in non air box gs suzuki cv's...
20 plus years here also but i would never waste my time tuning a set of cv's looking for the "perfect" jetting for that givin day(i have spent hours and hours looking for extra power from suz gs cv's years ago).
these are not pro stock bikes where 1 horsepower will make it worth while to tune and tune and tune some more.
i haven't commented on this site in a while.......some people wants to argue and question good/proven information...BLAH!!!
anybody that knows me....i'll just leave it at that.
josh,
im glad your bike is running well beyond your Expectations..
let me know if i can be of any further assistance.

[49er]

WOW,

to spend time tuning a set of suz 34/36 cv carbs beyond smooth transitions is a waste of time...there is no magical HP to be found in them.
they are chokers that make no horsepower and will rob 10+ horsepower from stock engines to a bunch more over built up engines over a set of properly sized radial slides...
facts are facts and one evening at the track i swapped the 36rs carbs from my 1150 to my brothers 1150 with 36cv jet kitted carbs...
GUESS WHAT???????????
from an 11.01 best to a 10.71 w/ an increase of 3-4 MPH.
install a jet kit in gs suzuki cv carbs and save hours of trouble and time and be happy..
smooth transitions is what your looking for in non air box gs suzuki cv's...
20 plus years here also but i would never waste my time tuning a set of cv's looking for the "perfect" jetting for that givin day(i have spent hours and hours looking for extra power from suz gs cv's years ago).
these are not pro stock bikes where 1 horsepower will make it worth while to tune and tune and tune some more.
i haven't commented on this site in a while.......some people wants to argue and question good/proven information...BLAH!!!
anybody that knows me....i'll just leave it at that.
josh,
im glad your bike is running well beyond your Expectations..
let me know if i can be of any further assistance.

I agree with the above. My judgement comes from over 35 years experience at building, tuning and racing performance auto engines. Sure, air cooled motorcycle engines are slightly different, but the basic tuning principles still apply.

The keys are promoting ideal air/fuel ratio and velocity, combined with an accurately controled burn off rate. Then there's a tuned exhaust for your chosen event, gear and diff ratios, tyre selection and ............
and..............and...............and............ ......

IMO, for road bikes, always use the KIS principle.

[Guest]

I agree with the above. My judgement comes from over 35 years experience at building, tuning and racing performance auto engines. Sure, air cooled motorcycle engines are slightly different, but the basic tuning principles still apply.

The keys are promoting ideal air/fuel ratio and velocity, combined with an accurately controled burn off rate. Then there's a tuned exhaust for your chosen event, gear and diff ratios, tyre selection and ............
and..............and...............and............ ......

IMO, for road bikes, always use the KIS principle.

Try KISS
Keep it simple stupid.

[49er]

Try KISS
Keep it simple stupid.

Hey, you're right. Geez, I didn't know you cared!!