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GS850 Carb Upgrade Worth The Time??

  • Thread starter Thread starter forenglishpressone
  • Start date Start date
Ok so its just about reading the plugs....You Suzuki guys and your lingo...

Bass- I've been all over your website already like a cheap suit, thanks for putting all that stuff in one pile it's been a huge help getting this POS as far as it is.
I'll have pictures up ASAP

Thanks guys.
 
I had the 34's on my 850 with 4-into-1 exhaust for many, many years.
It ran frikin' great!
thumb3.gif

They both fit the same manifolds.
So why would you spend the SAME time/money on the 32's? :confused:

Daniel
 
7981GS said:
I had the 34's on my 850 with 4-into-1 exhaust for many, many years.
It ran frikin' great!
thumb3.gif

They both fit the same manifolds.
So why would you spend the SAME time/money on the 32's? :confused:

Daniel
Click to expand...

What jet settings did you use?
Ya see, this is key here. Many have jetted(including DJ) the 32's on an 850 with pods and 4 into 1 since this is how they come from the factory. But not so many with the 34's. Which makes the jetting process with the 32's much simpler.
 
My memory tells me that the mains were 115's.
No change in pilot jet or needle.
Ran perfect. I was at close to Sea level.

Daniel
 
Daniel, did you not find that you lost a bit of mid range grunt with the 34's?
Normally going bigger will increase the top end nicely due to the better breathing, but you sacrifice mid range for it, and in my mind, that tree stump pulling mid range torque is one of the sweetest traits of the big GS motors.
Just thinking, maybe the 2mm is not that much bigger to make a notable difference.
 
As any engine is an air pump, basically...
why increase the breathing at one end and not the other?
You gain more horsepower and torque throughout the ENTIRE power band
so where do you lose any low end grunt? :confused:
Are you changing the camshafts???

Daniel
 
No, not at all, stock cams, and I do understand the air pump pricipal, but there is more to it than that, it is about metered flow, as I have always understood it the bigger throat of the carbs will give you less of a vacuum signal, due to less restriction, thus compromising tractability at the lower rpm side of things, as the fuel metered into the motor is dependant on the vacuum drawing it into the motor, so a drop in vac wold constitute a drop in fuel flow.
Conversly a small intake would create a high vacuum situation and a very fast throttle response, but is pretty useless at high rpm due to the limited amount of air in can flow.
Obviously at WOT with the pots going up and down 150 times a second, and sucking in air like there is no tomorrow this does not apply.
Anyway, this has just been my understanding of it, what am I missing here?
 
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